Full text of "The international development of China"

See other formats

THE

INTERNATIONAL DEVELOPMENT

OF CHINA

Sun Yat-sen

SHANGHAI
Printed by the Commercial Press, Ltd.

1920

LIBRARY

UNIVERFTTY OF CAUFORNT*

SANTA BARBARA

This work is affectionately dedicated

Sir James and Lady Cantlie,

My revered teacher and devoted friends,

to whom I once owed my life.

PREFACE

As soon as Armistice was declared in the recent world war,
I began to take up the study of the International Development of
China, and to form programs accordingly. I was prompted to
do so by the desire to contribute my humble part in the realiza-
tion of world peace. China, a country possessing a territory of
4,289,000 square miles, a population of 400,000,000 people, and
the richest mineral and agricultural resources in the world, is
now a prey of militaristic and capitalistic powers — a greater bone
of contention than the Balkan Peninsula. Unless the Chinese
question could be settled peacefully, another world war greater
and more terrible than the one just past will be inevitable. In
order to solve the Chinese question, I suggest that the vast
resources of China should be developed internationally under a
socialistic scheme for the good of the world in general and the
Chinese people in particular. It is my hope that as a result of
this, the present spheres of influence can be abolished; the in-
ternational commercial war can be done away with ; the inter-
necine capitalistic competition can be got rid of, and last, but
not least, the class struggle between capital and labor can be
avoided. Thus the root of war will be forever exterminated so
far as the case of China is concerned.

Each part of the different programs in this International
Scheme, is but a rough sketch or a general policy produced from
a layman's thought with very limited materials at his disposal.
So alterations and changes will have to be made after scientific
investigation and detailed survey. For instance, in regard to
the projected Great Northern Port, which is to be situated
between the mouths of the Tsinho and the Lwanho, the writer
thought that the entrance of the harbor should be at the eastern
side of the port but from actual survey by technical engineers, it
is found that the entrance of the harbor should be at the western

11 PREFACE

side of the port instead. So I crave great indulgence on the
part of experts and specialists.

I wish to thank Dr. Monlin Chiang, Mr. David Yui, Dr. Y.
Y. Tsu, Mr. T. Z. Koo, and Dr. John Y. Lee, who have given
me great assistance in reading over the manuscripts with me.
Special thanks are due to Mr. T. Z. Koo, who has undertaken
to see the book through the press for me.

Sun Yat-sen.
Shanghai, July 20, 1920.

THE INTERNATIONAL DEVELOPMENT

OF CHINA

A Project to assist the Readjustment of
Post-Bellum Industries

It is estimated that during the last year of the World War
the daily expenses of the various fighting nations amounted to
two hundred and forty millions of dollars gold. Take it for
granted in a most conservative way that only one half of this
sum was spent on munitions and other direct war supplies, that
is, one hundred and twenty millions of dollars gold. Let us
consider these war supplies from a commercial point of view.
The battle-field is the market for these new industries, the
consumers of which are the soldiers. Various industries had to
be enlisted and many new ones created for the supplies. In
order to increase the production of these war commodities day
by day, people of the warring countries and even those of the
neutral states had to be content with the barest necessities of life
and had to give up all former comforts and luxuries.

Now the war is ended and the sole market of these war
supplies has closed, let us hope, forever, for the good of
Humanity. So, henceforth, we are concerned with the problem as
to how a readjustment might be brought about. What is to be
considered first is the reconstruction of the various countries, and
next the supply of comforts and luxuries that will have to be
resumed. We remember that one hundred and twenty million
dollars were spent every day on direct war supplies. Let us
then suppose that the two items mentioned will take up one half
of this sum, that is, sixty millions of dollars a day which will
still leave us a balance of sixty million dollars a day to be
utilized. Besides, the many millions of soldiers who were once
consumers will from now on become producers again. Further-
more, the unification and nationalization of all the industries,

11 THE INTERNATIONAL DEVELOPMENT OF CHINA

which I might call the Second Industrial Revolution, will be more
far-reaching than that of the first one in which Manual Labor
was displaced by Machinery. This second industrial revolution
will increase the productive power of man many times more than
the first one. Consequently, this unification and nationalization
of industries on account of the World War will further compli-
cate the readjustment of the post-war industries. Just imagine
sixty million dollars a day or twenty one billions and nine
hundred millions of dollars a year of new trade created by the
war suddenly have to stop when peace is concluded ! Where in
this world can Europe and America look for a market to
consume this enormous saving from the war?

If the billions of dollars worth of war industries can find
no place in the post-bellum readjustment, then they will be a pure
economic waste. The result will not only disturb the economic
condition of the producing countries, but will also be a great loss
to the world at large.

All the commercial nations are looking to China as the only
"dumping ground" for their over-production. The pre-war
condition of trade was unfavorable to China. The balance of
imports over exports was something over one hundred million
dollars gold annually. The market of China under this
condition could not expand much for soon after there will be no
more money or commodities left for exchanging goods with
foreign countries. Fortunately, the natural resources of China
are great and their proper development would create an unlimited
market for the whole world and would utilize the greater part,
if not all of the billions of dollars worth of war industries soon
to be turned into peace Industries.

China is the land that still employs manual labor for produc-
tion and has not yet entered the first stage of industrial evolution,
while in Europe and America the second stage is already reached.
So China has to begin the two stages of industrial evolution at
once by adopting the machinery as well as the nationalization of
production. In this case China will require machinery for her

THE INTERNATIONAL DEVELOPMENT OE CHINA ill

vast agriculture, machinery for her rich mines, machinery for the
building of her innumerable factories, machinery for her extensive
transportation systems and machinery for all her public utilities.
Let us see how this new demand for machinery will help in the
readjustment of war industries. The workshops that turn out
cannon can easily be made to turn out steam rollers for the
construction of roads in China. The workshops that turn out
tanks can be made to turn out trucks for the transportation of
the raw materials that are lying everywhere in China. And all
sorts of warring machinery can be converted into peaceful tools
for the general development of China's latent wealth. The
Chinese people will welcome the development of our country's
resources provided that it can be kept out of Mandarin corruption
and ensure the mutual benefit of China and of the countries
cooperating with us.

It might be feared by some people in Europe and America
that the development of China by war machinery, war organiza-
tion and technical experts might create unfavorable competition
to foreign industries. I, therefore, propose a scheme to develop
a new market in China big enough both for her own products
and for products from foreign countries. The scheme will be
along the following lines :

I. The Development of a Communications System.

(a) 100,000 miles of Railways.

(b) 1,000,000 miles of Macadam Roads.

(1) Hangchow-Tientsin Canals.

(2) Sikiang- Yangtze Canals.

(d) Construction of New Canals.

(1) Liaoho-Sunghwakiang Canal.

(2) Others to be projected.

(e) River Conservancy.

(1) To regulate the Embankments and Channel
of the Yangtze River from Hankow to the
Sea thus facilitating Ocean-going Ships to
reach that port at all seasons.

iv THE INTERNATIONAL DEVELOPMENT OF CHINA

i 2 ) To regulate the Hoangho Embankments and
Channel to prevent Floods.

(3) To regulate the Sikiang.

(4) To regulate the Hwaiho.

(5) To regulate various other Rivers.

(f) The Construction of more Telegraph Lines and
Telephone and Wireless Systems all over the
Country.

II. The Development of Commercial Harbors.

(a) Three largest Ocean Ports with future capacity
equalling New York Harbor to be constructed in
North, Central and South China.

(b) Various small Commercial and Fishing Harbors
to be constructed along the Coast.

III. Modern Cities with public utilities to be constructed in
all Railway Centers, Termini and alongside Harbors.

IV. Water Power Development.

V. Iron and Steel Works and Cement Works on the largest
scale in order to supply the above needs.

VI. Mineral Development.

VII. Agricultural Development.

VIII. Irrigational Work' on the largest scale in Mongolia
and Sinkiang.

IX. Reforestation in Central and North China.

X . Colonization in Manchuria, Mongolia, Sinkiang, Kokonor,
and Thibet.

If the above program could be carried out gradually, China
will not only be the *' Dumping Ground " for foreign goods but
actually will be the " Economic Ocean" capable of absorbing all
the surplus capital as quickly as the Industrial Nations can
possibly produce by the coming Industrial Revolution of

THE INTERNATIONAL DEVELOPMENT OF CHINA V

Nationalized Productive Machinery. Then there will be no more
competition and commercial struggles in China as well as in the
world.

The recent World War has proved to Mankind that war is
ruinous to both the Conqueror and the Conquered, and worse
for the Aggressor. What is true in Military Warfare is more
so in trade warfare. Since President Wilson has proposed a
League of Nations to end Military War in the future, I desire
to propose to end the trade war by cooperation and mutual help
in the Development of China. This will root out probably the
greatest cause of future wars.

The world has been greatly benefited by the development of
America as an industrial and a commercial Nation. So a de-
veloped China with her four hundred millions of population, will be
another New World in the economic sense. The nations which
will take part in this development will reap immense advantages.
Furthermore, international cooperation of this kind cannot but
help to strengthen the Brotherhood of Man. Ultimately, I am
sure, this will culminate to be the keystone in the arch of the
League of Nations.

In order to carry out this project successfully I suggest
that three necessary steps must be taken : First, that the various
Governments of the Capital-supplying Powers must agree to
joint action and a unified policy to form an International Or-
ganization with their war work organizers, administrators and
experts of various lines to formulate plans and to standardize
materials in order to prevent waste and to facilitate work.
Second, the confidence of the Chinese people must be secured
in order to gain their cooperation and enthusiastic support. If
the above two steps are accomplished, then the third step is to
open formal negotiation for the final contract of the project with
the Chinese Government. For which I suggest that it be on the
same basis as the contract I once concluded with the Pauling
Company of London, for the construction of the Canton-
Chungking Railway, since it was the fairest to both parties and

VI THE INTERNATIONAL DEVELOPMENT OF CHINA

the one most welcomed by the Chinese people, of all contracts
that were ever made between China and the foreign countries.

And last but not least, a warning must be given that
mistakes such as the notorious Sheng Shun Hwai's nationalized
Railway Scheme in 191 1 must not be committed again.
In those days foreign bankers entirely disregarded the
will of the Chinese people, and thought that they could
do everything with the Chinese Government alone. But to their
regret, they found that the contracts which they had concluded
with the Government, by heavy bribery, were only to be blocked
by the people later on. Had the foreign bankers gone in the
right way of first securing the confidence of the Chinese people,
and then approaching the Government for a contract, many
things might have been accomplished without a hitch. There-
fore, in this International Project we must pay more attention to
the people's will than ever before.

If my proposition is acceptable to the Capital-supplying
Powers, I will furnish further details.

THE INTERNATIONAL DEVELOPMENT OF CHINA

PROGRAM I.

The industrial development of China should be carried out
along two lines: (i) by private enterprise and (2) by national
undertaking. All matters that can be and are better carried out
by private enterprise should be left to private hands which
should be encouraged and fully protected by liberal laws. And
in order to facilitate the industrial development by private enter-
prise in China, the hitherto suicidal internal taxes must be
abolished, the cumbersome currency must be reformed, the
various kinds of official obstacles must be removed, and trans-
portation facilities must be provided. All matters that cannot
be taken up by private concerns and those that possess monopo-
listic character should be taken up as national undertakings. It
is for this latter line of development that we are here endeavoring
to deal with. In this national undertaking, foreign capital have
to be invited, foreign experts and organizers have to be enlisted,
and gigantic methods have to be adopted. The property thus
created will be state owned and will be managed for the benefit
of the whole nation. During the construction and the operation
of each of these national undertakings, before its capital and
interest are fully repaid, it will be managed and supervised by
foreign experts under Chinese employment. As one of their
obligations, these foreign experts have to undertake the training
of Chinese assistants to take their places in the future. When
the capital and interest of each undertaking are paid off,
the Chinese Government will have the option to employ
either foreigners or Chinese to manage the concern as it
thinks fit.

Till' INTERNATIONAL DEVELOPMENT OF CHINA

Before entering into the details of this International develop-
ment scheme, four principles have to be considered :

(i) The most remunerative field must be selected in

order to attract foreign capital,
i 2 i The most urgent needs of the nation must be met.
< 3) The lines of least resistance must be followed.
( 4 s) The most suitable positions must be chosen.
In conformity with the above principles, I formulate
Program I as follows:

J . The construction of a great Northern Port on the
Gulf of Pechili.
II. The building of a system of railways from the
Great Northern Port to the Northwestern
extremity of China.

III. The Colonization of Mongolia and Sinkiang

(Chinese Turkestan).

IV. The construction of canals to connect the inland

waterway systems of North and Central China
with the Great Northern Port.
V. The development of the Iron and Coal fields in
Shansi and the construction of an Iron and
Steel Works.
These five projects will be worked out as one program, for
each of them will assist and accelerate the development of the
others. The Great Northern Port will serve as a base of opera-
tion of this International Development Scheme, as well as a
meeting link of transportation and communication between
China and the outer world. The other four projects will be
itered around it.

PART I.

The Great Northern Port

I propose that a great deep water and ice free port be

nstructed on the Gulf of Pechili. The need of such a port in

1 part of China has been keenly felt for a long time. Several

THE GREAT NORTHERN PORT 3

projects have been proposed such as the deepening of the Taku
Bar, the construction of a harbor in the Chiho estuary, the
Chinwangtao Harbor which has actually been carried out on a
small scale and the Hulutao Harbor which is on the point of
being constructed. But the site of my projected port is in
none of these places for the first two are too far from the deep
water line and too near to fresh water which freezes in winter.
So it is impossible to make them into deep water and ice free ports,
while the last two are too far away from the center of population
and are unprofitable as commercial ports. The locality of my
projected port is just at midway between Taku and Chinwangtao
and at a point between the mouths of the Tsingho and Lwanho,
on the cape of the coast line between Taku and Chinwangtao. This
is one of the points nearest to deep water in this Gulf. "With the
fresh water of the Tsingho and Lwanho diverted away, it can be
made a deep water and ice free port without much difficulty. Its
distance to Tientsin is about seventy or eighty miles less than
that of Chinwangtao to Tientsin. Moreover, this port can be
connected with the inland waterway systems of North and
Central China by canal, whereas in the case of Chinwangtao and
Hulutao this could not be done. So this port is far superior as
a commercial harbor than Hulutao or Chinwangtao which at
present is the only ice free port in the Gulf of Pechili.

From a commercial standpoint this port will be a paying prop-
osition from the very beginning of its construction, owing to the
fact that it is situated at the center of the greatest salt industry
in China. The cheapest salt is produced here by sun evaporation
only. If modern methods could be added, also utilizing the cheap
coal near by, the production could increase many times more and
the cost could thus be made much cheaper. Then it can supply
the whole of China with much cheaper salt. By this industry
alone it is quite sufficient to support a moderate sized harbor
which must be the first step of this great project. Besides, there
is in the immediate neighborhood the greatest coal mine that has
yet been developed in China, the Kailan Alining Co. The output

4 Til INTERNATIONAL DEVELOPMENT OF CHINA

of its colliery is about four million tons a year. At present the

npany uses its own harbor, Chinwangtao, for shipping its
exports. But our projected port is much nearer to its colliery
than Chinwangtao. It can be connected with the mine by canal
thus providing it with a much cheaper carriage than by rail to
Chinwangtao. Furthermore, our projected port will in future
consume much of the Kailan coal. Thus eventually the Company
must use our port as a shipping stage for its exports. Tientsin
the largest commercial center in North China, has no deep harbor
and is ice bound several months a year in winter, and so has to
use our projected port entirely as an outlet for its world trade.
This is the local need only but for this alone it is quite sufficient
to make our projected port a paying proposition.

But my idea is to develop this port as large as New York in
a reasonable limit of time. Now, let us survey the hinterland to
see whether the possibility justifies my ideal or not. To the
southwest are the provinces of Chili and Shansi, and the
Ih.angho valley with a population of nearly a hundred millions.
To the northwest are the undeveloped Jehol district and the vast
Mongolian Prairie with their virgin soil waiting for development.
Chili with its dense population and Shansi with its rich mineral
resources have to depend upon this port as their only outlet to
the sea. And if the future Dolon Nor and Urga Railway is
completed with connection to the Siberian line then Central
Siberia will also have to use this as its nearest sea-port. Thus

ontributing or rather distributing area will be larger than that
of New York. Finally, this port will become the true terminus

the future Eurasian Railway System, which will connect the
two continents together. The land which we select to be the site
of our projected port is now almost worth next to nothing. Let
. . two or three hundred square miles be taken up as national
property absolutely for our future city building. If within forty
years we could develop a city as large as Philadelphia, not to say
New York, the land value alone will be sufficient to pay off the

-ital invested in its development.

ft- zrj

fl" '

Till*. NORTHWESTERN RA1I.\YA\ SYSTEM 5

The need of such a port in this part of China goes without
saying. For the provinces of Chili, Shansi, Western Shantung,
Northern Honan, a part of Fengtien and the greater part of
Shensi and Kansu with a population of about ioo millions are
lacking of a sea port of this kind. Mongolia and Sinkiang as
well as the rich coal and iron fields of Shansi will also have to
depend on the Chili coast as their only outlet to the sea. And
the millions of congested population of the coast and the Yangtze
valley need an entrance to the virgin soil of the Mongolian Prairie
and the Tienshan Valley. The port will be the shortest doorway
and the cheapest passage to these regions.

The locality of our projected port is nearest to deep water
line, and far away from any large river which might carry silt to
fill up the approach of the harbor like those of the Hoangho
entrance and the Yangtze estuary which cause great trouble to
conservancy work. So it has no great natural obstacle to be
overcome. Moreover, it is situated in an arid plain with few people
living on it, so it has no artificial hindrance to be overcome. We
can do whatever we please in the process of construction.

As regards the planning and estimation of the work of the
harbor construction and city building, I must leave them to
experts who have to make extensive surveys and soundings
before detailed plan and proper estimation could be made.
.Whereas for rough reference see Map I, and figures l and 2.*

PART II.

The Northwestern Railway System

Our projected Railway will start at the Great Northern
Port and follow the Lwan Valley to the prairie city of Dolon

*As soon as this first program reached the American Legation in
Peking, the former Minister, Dr. Paul S. Reinsch, immediately sent an
expert to survey the site which the writer indicated, and found that it is
really the best site on the Chili Coast for a world harbor, excepting that
the entrance of the port should be at the west side instead of the east side
as the writer proposed. Detailed plans have been made as figures 1 and 2.

0 lilt [INTERNATIONAL DEVELOPMENT OF CHINA

Nor, a distance of three hundred miles. This railway should be
built in double tracks at the commencement. As our projected
Tort is a starting point to the sea, so Dolon Nor is a gate to the
\ as( prairie which our projected Railway System is going to tap.
1 1 is from Dolon Nor our Northwestern Railway System is going
to radiate. First, a line N. X. E. will run parallel to the Khingan
Range to Khailar, and thence to Moho, the gold district on the
right hank of the Amur River. This line is about eight hundred
m iles in length. Second, a line N.N.W. to Kurelun, and thence
to the frontier to join the Siberian line near Chita. This line has
a [distance of about six hundred miles. Third, a trunk line
northwest, west, and southwest, skirting off the northern edge of
the desert proper, to Urumochi at the western end of China, a
distance of about one thousand six hundred miles all on level
land. Fourth, a line from Urumochi westward to Hi, a distance
of about four hundred miles. Fifth, a line from Urumochi
southeast across the Tienshan gap into the Darim basin, then
turning southwest running along the fertile zone between the
southern watershed of the Tienshan and the northern edge of
the Darim Desert, to Kashgar, and thence turning southeast to
another fertile zone between the eastern watershed of the Pamir,
the northern watershed of the Kuenlun Mountain and the southern
edge of the Darim Desert, to the city of Iden or Keria, a distance
of about one thousand two hundred miles all on level land.

ih. a branch from the Dolon Nor Urumochi Trunk Line,
which I shall call Junction A, to Urga and thence to the frontier
city Kiakata, a distance of about three hundred fifty miles.
Seventh, a branch from Junction B to Uliassutai and beyond
X. X\ \V. up to the frontier, a distance of about six hundred
miles. And eighth, a branch from Junction C northwest to the
frontier, a distance of about four hundred fifty miles. See
Map 2.

Regarded from the principle of ''following the line of least

istance" our projected railways in this program is the most
ideal one. For most of the seven thousand miles of lines under

THE NORTHWESTERN RAILWAY SYSTEM 7

this project are on perfectly level land. For instance, the Trunk
Line from Dolon Nor to Kashgar and beyond, about a distance
of three thousand miles right along is on the most fertile plain
and encounters no natural obstacles, neither high mountains nor
great rivers.

Regarded from the principle of "the most suitable position,"
our projected railways will command the most dominating position
of world importance. It will form a part of the trunk line of
the Eurasian system which will connect the two populous centers,
Europe and China, together. Tt will be the shortest line from
the Pacific Coast to Europe. Its branch from Hi will connect with
the future Indo-European line, and through Bagdad, Damascus
and Cairo, will link up also with the future African system. Then
there will be a through route from our projected port to Capetown.
There is no existing railway commanding such a world important
position es this.

Regarded from the principle of the "most urgent need of
the Nation," this railway system becomes the first in importance,
for the territories traversed by it are larger than the eighteen
provinces of China Proper. Owing to the lack of means of
transportation and communication at present these rich territories
are left undeveloped and millions of laborers in the congested
provinces along the Coast and in the Yangtse Valley are without
work. What a great waste of natural and human energies. If
there is a railway connecting these vast territories, the waste
labor of the congested provinces can go and develop these rich
soils for the good not only of China but also of the whole
commercial world. So a system of railways to the northwestern
part of the country is the most urgent need both politically and
economically for China to-day.

I have intentionally left out the first principle — "the most
remunerative field must be selected'' — not because I want to
neglect it but because I mean to call more attention to it and treat
it more fully. It is commonly known to financiers and railway
men that a railway in a densely populated country from end to

8 THE INTERNATIONAL DEVELOPMENT OF CHINA

end is the best paying proposition, and a railway in a thinly settled
country from end to end is the least paying one. And a railway
in an almost un-populated country like our projected lines will
take a long time to make it a paying business. That is why the
United States Government had to grant large tracts of public
lands to railway corporations to induce them to build the
Transcontinental lines to the Pacific Coast, half a century ago.
Whenever I talked with foreign railway men and financiers about
the construction of railways to Mongolia and Sinkiang, they
generally got very shy of the proposition. Undoubtedly they
thought that it is for political and military reasons only that such
a line as the Siberian Railway was built, which traversed through
a thinly populated land. But they could not grasp the fact which
might be entirely new to them, that a railway between a densely
populated country and a sparsely settled country will pay far better
than one that runs from end to end in a densely populated land.
The reason is that in ec cncmic conditions the two ends of a well
populated country are not so different as that between a thickly
populated country and a newly opened country. At the two ends
"f a well populated country, in many respects, the local people
arc self-supplying, excepting a few special articles which they
depend upon the other end of the road to supply. So the demand
and supply between the two places are not very great, thus the
trade between the two ends of the railway could not be very
lucrative. While the difference of the economic condition
between a well populated country and an un-populated country
is very great. The workers of the new land have to depend upon
the supplies of the thickly populated country almost in everything
excepting foodstuffs and raw materials which they have in
ndance and for disposal of which they have to depend upon
the demand of the well populated district. Thus the trade
between the two ends of the line will be extraordinarily great.
Furthermore, a railway in a thickly populated place will not affect
much the masses which consist of the majority of the population.
It is only the iew well-to-do and the merchants and tradesmen

Till- NORTHWESTERN RAILWAY SYSTEM 9

that make use of it. While with a railway between a thickly
populated country and a sparsely settled or unsettled country, as
soon as it is opened to traffic for each mile, the masses of the
congested country will use it and rush into the new land in a
wholesale manner. Thus the railway will be employed to its
utmost capacity in passenger traffic from the beginning. The
comparison between the Peking-Hankow Railway and the
Peking-Mukden Railway in China is a convincing proof.

The Peking-Hankow Railway is a line of over eight hundred
miles running from the capital of the country to the commercial
center in the heart of China right along in an extraordinarily
densely settled country from end to end. While the Peking-
Mukden line is barely six hundred miles in length running from
a thickly populated country to thinly populated Manchuria. The
former is a well paying line but the latter pays far better. The
net profit of the shorter Peking-Mukden Line is sometimes
three to four millions more yearly than that of the longer
Peking- Hankow line.

Therefore, it is logically clear that a railway in a thickly
populated country is much better than one that is in a thinly
populated country in remuneration. But a railway between a
very thickly populated and a very thinly populated or un-populated
country is the best paying proposition. This is a law in Railway
Economics which hitherto had not been discovered by railway
men and financiers.

According to this new railway economic law, our projected
railway will be the best remunerative project of its kind. For at
the one end, we have our projected port which acts as a connect-
ing link with the thickly populated coast of China and the Yangtse
Valley and also the two existing lines, the Kinghan and the
Tsinpu, as feeders to the projected port and the Dolon Nor line.
And at the other end, we have a vast and rich territory, larger
than China Proper, to be developed. There is no such vast fertile
field so near to a center of a population of four hundred millions
to be found in any other part of the world.

10 TIIK INTERNATIONAL DEVtLOPMC XT 01-' CIIIXA

PART III.

The Colonization of Mongolia and Sinkiang

The Colonization of Mongolia and Sinkiang is a complement
of the Railway scheme. Each is dependent upon the other for
its prosperity. The colonization scheme, besides benefitting the
railway, is in itself a greatly profitable undertaking. The results
of the United States, Canada, Australia, and Argentina are ample
proofs of this. In the case of our project, it is simply a matter
of applying waste Chinese labor and foreign machinery to a
fertile land for production for which its remuneration is sure.
The present Colonization of Manchuria, notwithstanding its topsy
turvy way which caused great waste of land and human energy,
has been wonderfully prosperous. If we would adopt scientific
methods in our colonization project we could certainly obtain
better results than all the others. Therefore, I propose that the
whole movement be directed in a systematic way by state
organization with the help of foreign experts and war organizers,
for the good of the colonists particularly and the nation generally.

The land should be bought up by the state in order to
prevent the speculators from creating the dog-in-the-manger
system, to the detriment of the public. The land should be
prepared and divided into farmsteads, then leased to colonists on
perpetual term. The initial capital, seeds, implements and houses
should be furnished by the state at cost price on cash or on the
instalment plan. For these services, big organizations should be
formed and war work measures should be adopted in order to
transport, to feed, to clothe and to house every colonist on credit
in his first year.

As soon as a sufficient number of colonists is settled in a
district, franchise should be given for self-government and the
colonists should be trained to manage their own local affairs with
perfect democratic spirit.

If within ten years we can transport, let us say, ten millions
of the people, from the congested provinces of China, to th°

THK COLONIZATION OF MONGOLIA AND SINKIANG II

Northwestern territory to develop its natural resources, the benefit
to the commercial world at large will be enormous. No matter
how big a capital that shall have been invested in the project it
could be repaid within a very short time. So in regard to its
bearing to " the principle of remuneration " there is no question
about it.

Regarded from " the principle of the need of the Nation ''
colonization is the most urgent need of the first magnitude. At
present China has more than a million soldiers to be disbanded.
Besides, the dense population will need elbow room to move in.
This Colonization project is the best thing for both purposes.
The soldiers have to be disbanded at great expense and hundreds
of millions of dollars may be needed for disbandment alone, in
paying them off with a few months pay. If nothing more could
be done for these soldiers' welfare, they will either be left to
starve or to rob for a living. Then the consequences will be
unimaginable. This calamity must be prevented and prevented
effectively. The best way for this is the colonization scheme. I
hope that the friendly foreign financiers, who have the
welfare of China at heart, when requested to float a
reorganization loan for the Chinese Government in the future,
will persist on the point — that the money furnished must first
be used to carry out the colonization scheme for the disbanded
soldiers. Otherwise, their money will only work disasters
to China.

For the million or more of the soldiers to be disbanded, the
district between our projected port and Dolon Nor is quite
enough to accomodate them. This district is quite rich in mineral
resources and is very sparsely settled. If a railway is to start at
once from the projected port to Dolon Nor these soldiers could
be utilized as a pioneer party for the work of the port, of the
railway, of the developing of the adjacent land beyond the
Great Wall, and of preparing Dolon Nor as a jumping ground
for further colonization development of the gr^at northern
plain.

12 ■]■. INTERNATIONAL DEVELOPMENT OF CHINA

PART IV.

The Construction of Canals to connect the Inland Water-
systems of North and Central China with the Great
Northern Port.

This scheme will include the regulation of the Hoangho and
its branches, the Weiho in Shensi, and the Fenho in Shansi and

meeting canals. The Hoangho should he deepened at its
mouth in order to give a good drawing to clear its bed of silt and
carry the same to the sea. For this purpose, jetties should be
built far out to the deep sea, as those at the mouths of the
Mississippi in America. Its embankments should be parallel in
order to make the width of the channel equal right along, so as
to give equal velocity to the current which will prevent the
deposit of silt at the bottom. By dams and locks, it could be
made navigable right up to Lanchow, in the province of Kansu,
and at the same time water power could be developed. The
Weiho and the Fenho can also be treated in the same manner so

to make them navigable to a great extent in the provinces of
Shensi and Shansi. Thus the provinces of Kansu, Shensi, and
Slumsi can be connected by waterway with our projected port on
the Gulf of Pechili, so that cheap carriage can be provided for
the rich mineral and other products from these three hitherto
secluded provinces.

The expenses of regulating the Hoangho may be very great.
As a paying project, it may not be very attractive but as a flood
preventive measure, it is the most important task to the whole
nation. This river is known as " China's Sorrow " for thousands
of years. By its occasional overflow and bursting of its embank-
ments, millions of lives and billions of money have been destroy-
ed. It is a constant source of anxiety in the minds of all China's
statesmen from time immemorial. A permanent safe-guard must
1m: effected, on< c- for all, despite the expenses that will be incurred.
The whole nation must bear the burden of its expenses. To
deepen its mouth, to regulate its embankments and to build extra

THE COLONIZATION OF MONGOLIA AND SINKIANG 1 3

dykes are only but half of the work to prevent flood. The entire
reforestation of its watershed to prevent the washing off of loess
is another half of the work in the prevention of flood.

The Grand Canal, the former Great Waterway of China
between the North and the South for centuries, and now being
reconstructed in certain sections, should be wholly reconstructed
from end to end, in order to restore the inland waterway traffic
from the Yangtse Valley to the North. The reconstruction of
this canal will be a great remunerative concern for it runs right
along from Tientsin to Hangchow in an extremely rich and
populous country.

Another new canal should be constructed from our projected
port to Tientsin to link up all the inland waterway systems to the
new port. This new canal should be built extra wide and deep,
let us say, similar to the present size of the Peiho, for the use of
the coasting and shallow-draft vessels which the Peiho now
accomodates for other than the winter seasons. The banks of
this canal should be prepared for factory sites so as to enable it to
pay not only by its traffic but also from the land on both sides of
its banks.

As for planning and estimating these river and canal works,
the assistance of technical experts must be solicited.

PART V.

The Development of the Iron and Coal Fields in Chili and
Shansi, and the Construction of Iron and Steel Works.

Since we have in hand in this program the work of the
construction of the Great Northern Port, the work of the building
of a system of railways from the Great Northern Port to the
North Western Extremity of China, the work of the Colonization
of Mongolia and Sinkiang, and the work of the construction of
canals and improvement of rivers to connect with the Great
Northern Port, the demand for materials will be very great. As
the iron and coal resources of every industrial country are

M l 111-! INTERNATIONAL DEVELOPMENT OE CHINA

decreasing rapidly every year, and as all of them are contemplating
tlie conservation of their natural resources for the use of future
generations, if all the materials for the great development of
China were to be drawn from them, the draining of the natural
resources of those countries will be detrimental for their future
generations. Besides, the present need of the post-bellum re-
const nut ion of Europe has already absorbed all the iron and
coal that the industrial world could supply. Therefore, new
resources must be opened up to meet the extraordinary demand
of the development of China.

The unlimited iron and coal fields of Shansi and Chili should
be developed on a large scale. Let us say a capital of from five
hundred to a thousand million dollars Mex. should be invested
in this project. For as soon as the general development of China
is started we would have created a vast market for iron and steel
which the present industrial world will be unable to supply.
Think of our railway construction, city building, harbor works,
and various kinds of machineries and implements that will be
needed ! In fact, the development of China means the creation
of a new need of various kinds of goods, for which, we must
undertake to create the supply also, by utilizing the raw materials
near by. Thus a great iron and steel works is an urgent necessity
as well as a greatly profitable project.

In this First Program, wc have followed the four principles
>ct forth at the outset pretty closely. As needs create new needs
and profits promote more profits, so our first program will be the
fore-runner of the other great developments, which we will deal
with shortly.

PROGRAM II.

As the Great Northern Port is the center of our first program,
so the Great Eastern Port will be the center of our second
program. I shall formulate this program as follows :
I. The Great Eastern Port.
II. The regulating of the Yangtse Channel and embankments.

III. The Construction of River Ports.

IV. The Improvement of Existing Waterways and Canals in
connection with the Yangtse.

V. The Establishment of large Cement Works.

PART I.
The Great Eastern Port

Although Shanghai is already the largest port in all China, as
it stands it will not meet the future needs and demands of a world
harbor. Therefore there is a movement at present among the
foreign merchants in China to construct a world port in Shanghai.
Several plans have been proposed such as to improve the existing
arrangement, to build a wet dock by closing the Whangpoo, to
construct a closed harbor on the right bank of the Yangtse outside
of Whangpoo, and to excavate a new basin just east of Shanghai
with a shipping canal to Hangchow Bay. It is estimated that a
cost of over one hundred million dollars Mex. must be spent
before Shanghai can be made a first-class port.

According to the four principles I set forth in Program I,
Shanghai as a world port for Eastern China is not in an ideal
position. The best position for a port of that kind is at a point
just south of Chapu on the Hangchow Bay. This locality is far
superior to Shanghai as an eastern port for China from the stand-
point of our four principles as set forth in our first program.

( i5 )

l6 THE INTERNATIONAL DEVELOPMENT 01< CHINA

Henceforth, in our course of discussion, we shall call this the
••Projected Port'' so as to distinguish it from Shanghai, the
existing port of Eastern China.

The Projected Port

The "'Projected Port" will be on the Bay which lies between
the Chapu and the Kanpu promontories, a distance of about
fifteen miles. A new seawall should be built from one promontory
to the other and a gap should be left at the Chapu end, a few
hundred feet from the hill as an entrance to the harbor. The
seawall should be divided into five sections of three miles each.
For the present, one section of three miles in length and one and
a half miles in width should be built and a harbor of three or
more square miles so formed would be sufficient. With the growth
of commerce one section after another could be added to meet the
needs. The front seawall should be built of stone or concrete,
while the transverse wall between the seawall and the landside
should be built of sand and bush mattress as a temporary structure
to be removed in case of the extension of the harbor. Once a
harbor is formed there need be no trouble regarding the future
conservancy work, for there is no silt-carrying water in the
vicinity by which the harbor and its approaches may be silted up
afterwards. The entrance of our harbor is in the deepest part of
the Hangchow Bay, and from the entrance to the open sea there
is an average depth of six to seven fathoms at low water. The
largest ocean liner could therefore come into port at any hour.
Thus as a first-class seaport in Central China our Projected Port
is superior to Shanghai. See Map III.

From the viewpoint of the principle of the line of least
resistance, our Projected Port will be on new land which will
offer absolute freedom for city planning and industrial develop-
ment. All public utilities and transportation plants can be
constructed according to the most up-to-date methods. This
point alone is an important factor for a future city like ours

A-*-

map m

•W tfi. f*
To Ham] dun"

/&< 9 9 q

M > Projected
3 Off VfreatjEastern Harbor

/O / /J2\ n . LI _

toi^f$Z /$ ' (in five sections)

\ *

/
v /*

kanpu

Hang Chow Bay
^ Y*\ *sv

'■7F t*

•"'••i,.,.it,u,uitii""—""""'""

"""",„„,, I, „,,,„„l till I'll ■■'/ <■■

ChhnTang Estuary
W \V m

.i* ,»*'

Mud Flat

."'■ ..''''

the great eastern port 17

which in time is bound to grow as large as New York City. If
one hundred years ago human foresight could have foreseen the
present size and population of New York, much of the labor and
money spent could have been saved and blunders due to
shortsightedness avoided in meeting conditions of the ever-
growing population and commerce of that city. With this in
view a Great Eastern Port in China should be started on
New Ground to insure room for growth proportionate to
its needs.

Moreover, all the natural advantages which Shanghai
possesses as a central mart and Yangtse Port in Eastern China
are also possessed by our Projected Port. Furthermore, our
Projected Port in comparison with Shanghai is of shorter
distance, by rail communication, to all the large cities south of
the Yangtse. And if the existing waterway between this part of
the country and Wuhu were improved then the water com-
munication with the upper Yangtse would also be shorter from
our Projected Port than from Shanghai. And all the artificial
advantages possessed by Shanghai as a large city and a com-
merical center in this part of China can be easily attained by our
Projected Port within a short time.

Comparing Shanghai with our Projected Port from a
remunerative point of view in our development scheme, the
former is much inferior in position to the latter, for valuable
lands have to be bought and costly plants and existing arrange-
ments have to be scrapped the cost of which alone is enough to
construct a fine harbor on our projected site. Therefore, it is
highly advisable to construct another first-class port for Eastern
China like the one I here propose, leaving Shanghai to be an
inland mart and manufacturing center as Manchester is in
relation to Liverpool, Osaka to Kobe, and Tokyo to Yokohama.

Our Projected Port will be a highly remunerative proposition
for the cost of construction will be many times cheaper than
Shanghai and the work simpler. The land between Chapu and
Kanpu and farther on will not cost more than fifty to one

l8 THE INTERNATIONAL DEVELOPMENT OE CHINA

hundred dollars a mow. The State should take up a few-
hundred square miles of land in this neighborhood for the scheme
of our future city development. Let us say two hundred square
miles of land at the price of one hundred dollars a mow be taken
up. As six mows make an acre and six hundred and forty acres
a square mile, two hundred square miles would cost 76,000,000
dollars Mex. An enormous sum for a project indeed! But the
land could be fixed at the present price and the State could buy
only that part of land which will immediately be taken up and
used. The other part of the land would remain as State land
unpaid for and left to the original owners' use without the right
to sell. Thus the State only takes up as much land as it could
use in the development scheme at a fixed price which remains
permanent. The payment then would be gradual. The State
could pay for the land from its unearned increment afterwards.
So that only the first allotment of land has to be paid for from
the capital fund; the rest will be paid for by its own future
value. After the first section of the harbor is completed and the
port developed, the price of land then would be bound to rise
rapidly, and within ten years the land value within the city limits
would rise to various grades from a thousand to a hundred
thousand dollars per mow. Thus the land itself would be a
source of profit. Besides there would also be the profit from
the scheme itself, i.e., the harbor and the city. Because of its
commanding position, the harbor has every possibility of becom-
ing a city equal to New York. It would probably be the
only deep-water seaport for the Yangtse Valley and beyond,
an area peopled by two hundred million inhabitants, twice
the population of the whole United States. The rate of
growth of such a city would be in proportion to the rate of
progress of the working out of the development scheme. If
war work methods, that is, gigantic planning and efficient
organization, were applied to the construction of the harbor
and city, then an Oriental New York City would spring up in a
very short time.

THE GREAT EASTERN PORT IQ

Shanghai as the Great Eastern Port

If only to provide a deep-water harbor for the future
commerce in this part of China is our object then there is no
question about the choice between Shanghai and our Projected
Port. From every point of view Shanghai is doomed. However,
in our scheme of development of China, Shanghai has certain
claims for our consideration which may prove its salvation as an
important city. The curse of Shanghai as a world port for
future commerce is the silt of the Yangtse which fills up all its
approaches rapidly every year. This silt, according to the
estimation of Mr. Von Heidenstam, Engineer-in-chief of the
Whangpoo Conservancy Board, is a hundred million tons a year
and is sufficient to cover an area of forty square miles ten feet
deep. So before Shanghai can be considered ever likely to
become a world port this silt problem must first be solved.
Fortunately, in our program, we have the regulation of the
Yangtse Channels and Embankments, which will cooperate in
solving the problem of Shanghai. Thus with this scheme in
mind we might just as well consider that the silt question of
Shanghai has been solved and let us go ahead, while leaving the
regulation of the Yangtse Estuary to the next part, to deal with
the improvement of the Shanghai Harbor.

There are many plans proposed by experts for improving the
Shanghai Harbor as stated before, and some of them will neces-
sitate the scrapping of all the work which have been done by the
Whangpoo Conservancy Board for the last twelve years, at the
cost of eleven million taels. Here I wish to present a layman's
plan for the consideration of specialists and the public.

My project for the construction of a world harbor in Shang-
hai is to leave the existing arrangement intact from the mouth of
the Whangpoo to the junction of Kao Chiao Creek above Gough
Island. Thus all the work hitherto done by the Whangpoo
Conservancy Board for the last twelve years will be saved. The
plan then is to cut a new canal from the junction of Kao Chiao

20 TIIK INTERNATIONAL DEVELOPMENT OF CHINA

Creek right into Pootung to prolong that part of the channel
which has been completed by the Conservancy Work, and to
enlarge the curve along the right side of the Whangpoo River
and join it again, at the second turn above Lunghwa Railway
Junction, so as to make the river from that point to a point
opposite Yangtsepoo Point almost in a straight line and thence a
gentle curve to Woosung. This new canal would encircle nearly
thirty square miles of land which would form the civic center
and the New Bund of our future Shanghai. Of course the
present crooked Whangpoo right in front of Shanghai would
have to be filled up to form boulevards and business lots. It
goes without saying that the reclaimed lots from the Whangpoo
would become State property and the land between this and the
new river and beyond should be taken up by the State and put at
the disposal of the International Development Organization.
Thus it may be possible for Shanghai to compete with our
Projected Port economically in its construction and therefore to
attract foreign capital, to the improvement of Shanghai as a
future world port. See Map IV.

Below Yangtsepoo Point I propose to build a wet dock.
This dock would be laid between the left bank of the present
Whangpoo, from Yangtsepoo Point to the turn above Gough
Island and the left bank of the new river. The space of the
dock would be about six square miles. A lock entrance is to be
constructed at the point above Gough Island. The wet dock
would be forty feet deep and the new river can also be made the
same depth by flushing with the water, not as proposed by experts,
from a lock canal between the Yangtse and the Taihu, at Kiang-
yin, but from our improved waterway between this part of the
country and Wuhu so that a much stronger current could be
obtained.

we see that the present Whangpoo has to be reclaimed
from the second turn above Lunghwa Railway Junction to
Yangtsepoo Point for city planning, then the question of how to-
dispose of the Soochow Creek must be answered. I propose that

-\\ PooTunc <. <\

/ s

/ /

MA P IV

THE REGULATING OF THE YANGTSE RIVER 21

this stream should be led alongside the right bank of the future
defunct river and straight on to the upper end of the wet dock,
thence joining the new canal. At the point of contact of the
Creek and the wet dock a lock entrance may be provided in order
to facilitate water traffic from Soochow as well as the inland
water system directly with the wet dock.

As the first principle in our program was remuneration, all
our plans must strictly follow this principle. To create Pootung
Point, therefore, as a civic center and to build a new Bund
farther on along the left bank of the new canal in order to
increase the value of the new land which would result from this
scheme must be kept in mind. Only by so doing would the
construction of Shanghai as a deep harbor be worth while. And
only by creating some new and valuable property in this fore-
doomed port that Shanghai could be saved from the competition
of our Projected Port. After all, the most important factor for
the salvation of Shanghai is the solution of the silt question of
the Yangtse Estuaries. Now let us see what effect and bearing
the regulating of the Yangtse Channel and Embankments have
upon the question, and this we are going to deal with in the next
part.

PART II.

The Regulating of the Yangtse River

The regulating of the Yangtse River may be divided as
follows :

a. From the deep-water line of the sea to Whangpoo

Junction.

b. From Whangpoo Junction to Kiangyin.

c. From Kiangyin to Wuhu.

d. From Wuhu to Tungliu.

e. From Tungliu to Wusueh.

f . From Wusueh to Hankow.

22 THE INTERNATIONAL DEVELOPMENT OF CHINA

a. Regulating of the Estuary from Deep-water Line Up
to the Junction of Whangpoo

It is a natural law that the obstruction to navigation in all
rivers is begun at their mouths, therefore the improvement of
any river for navigation must start from the estuary. The
Yangtse River is no exception to this rule, therefore to regulate
the Yangtse, we must begin by dealing with its estuaries.

The Yangtse has three estuaries, namely: The North
Branch lying between the left bank and the Island of Tsung-
ming, the North Channel lying between the Tsungming Island
and the Tungsha Banks and the South Channel lying between the
Tungsha Banks and the right bank. Henceforth for the sake of
convenience I shall call them the North. Middle, and South
Channels.

The silting up of a river's mouth is due to the loss of velocity
in its current when the water gets into the wide opening at its
junction with the sea and causes the silt to deposit there. The
remedy is to maintain the velocity of the current by narrowing
the mouth of the river so that it equals that of the upper part.
In this way the silt is suspended in the water moving on into the
deep sea. The narrowing process may be accomplished by walls
or training jetties. And thus the silt may be carried by the water
into the deepest part of the open sea and before it settles down
upon the bottom a returning tide will carry it from the approach
into the shallow parts on both sides of the river's mouth. The
mouth of a river can be kept clear from deposit of silt by the
action and reaction of the ebb and flow tide. The conservancy of
an estuary of any river is accomplished by utilizing these natural
forces.

In order to regulate the estuary of the Yangtse we have to
study the three channels which form its mouth and to find out
which of these channels is to be selected as the regulated entrance
into the sea. In Mr. Von Heidenstam's proposal for the im-
provement of the approach of Shanghai Harbor, he recommends

the; regulating of the yangtse rivkr 23

two alternatives, viz., either to block up the North and Middle
Channels and to leave the South Channel only for the mouth of
the Yangtse, or to train the South Channel only and leave the
other two alone. For the present, he thinks, perhaps for the sake
of economy, the latter scheme would be enough. But the training
of the South Channel alone as the approach to Shanghai would
leave it in a state of perpetual anxiety as has been apprehended
by Mr. Von Heidenstam and other experts, for the main volume
of the water of the Yangtse may be diverted into either of the
other two channels and leave the Southern one to be silted up at
any time. Therefore to make the approach of Shanghai once for
all safe and permanent, it is necessary to block up two of the
three channels, leaving only one as an approach to the port. This
is also the only feasible way of regulating the estuary of the
Yangtse.

In our scheme of regulating the Yangtse Estuary I should
recommend using the North Channel only and to block the
other two. Because the North Channel is the shortest way to the
deep-sea line and by using it as the only mouth of the Yangtse,
we have on both sides of it more shallow banks to be reclaimed
by its silt. Thus the expenditure would be less and the results
greater. But this would leave Shanghai in the lurch. Therefore
in a cooperative scheme like this I would apply the theory of
killing two birds with one stone by using the Middle Channel,
since it would suit both of our purposes. The reason for this is
because the regulating of the Yangtse Estuary and the securing
of a Shanghai approach have different purposes, hence we must
consider them differently.

In my project of regulating the Yangtse Estuary I have two
aims, namely, to secure a deep channel to the open sea and to
save as much silt as possible for the purpose of reclamation of
land. The Middle Channel provides three ready receptacles for
the deposit of the silt for the formation of new land rtheHaimen,
the Tsungming, and the Tungsha Banks. Besides these banks
there are many hundreds of square miles of shallow bottom which

24 HIE INTERNATIONAL DEVELOPMENT OF CHINA

in the course of ten or twenty years will also form land. As
remuneration is our first principle we must consider it in every
step of our progress. The reclamation of about a thousand
square miles of land even in forty not to say twenty years would
be ample profit. At the lowest estimate the reclaimed land would
be worth twenty dollars per mow. If after ten years five hundred
square miles would be ready for cultivation purposes then we
would gain a profit of 38,000,000 dollars. Whereas to make an
approach by the South Channel the receptacle ground will be on one
side only, that is, the Tungsha Banks, while on the right of the
approach is the deep Hangchow Bay which would take hundreds
of years to fill up, and in the meanwhile half of the silt would be
wasted. To Shanghai as a seaport the silt is a curse but to the
shallow banks the silt would be a blessing.

Since it is a profitable undertaking to reclaim the above-
mentioned banks and the neighboring shallows, we can quite well
afford to build a double stone wall from the shore end of the
Vangtse right out into the deep sea far beyond Shaweishan Island
which has a distance of about forty miles. A stone wall from
one fathom to five fathoms in height at low-water level would
likely not exceed an average cost of two hundred thousand dollars
a mile as cheap stone can easily be obtained from the granite
islands nearby, in the Chusan Archipelago. A wall of forty
miles on each side that is eighty miles in all will cost sixteen
million dollars or thereabouts. And considering that 200 or 300
square miles of Haimen, Tsungming, and the Tungsha Banks
would be converted into arable land within a short time, the
expense of building the wall is well justified. Furthermore, the
construction of this wall means that there will be a safe and
permanent approach for a world port in Shanghai as well as a
deep outlet for the Yangtse. See Map V.

The regulating wall on the right side should be built from
the junction of the Whangpoo by prolongation of its right jetty
describing a gentle curve into the depths of the South Channel
and turning toward the opposite side and cutting through the

j...

* -

8 mi

THE REGULATING OF THE YANGTSE RIVER 25

Blockhouse Island into the Middle Channel, then running eastward
right into the five-fathom line southeast of Shaweishan Island.
The left wall would be a continuation from that of Tsungming
at Tsungpaosha Island parallel with the right wall by a distance
of about two miles. This wall should curve to a point at or near
Drinkwater Point at Tsungming Island, then project into the
five-fathom line at the open sea passing by just at the south side
of the Shaweishan Island. A glance at the map here attached
would be sufficient to show how the future outlet of the Yangtse
as well as the future approach of Shanghai should be. The two
regulating submerged walls on both sides would be as high as
low-water level so as to give a free passage of the water over the
top at flood tide. This will serve the purpose of carrying back
the silt from the sea when the tide comes in, thus to reclaim the
shallow spaces inclosed behind the walls on both sides of the
river more quickly than otherwise. The new channel formed by
these two parallel walls would likely be deeper than the present
South Channel outside the Whangpoo, which is forty to fifty feet
deep because the velocity of the current will be greater than the
present one, due to the concentration of three channels into one.
Furthermore, the depth would be more uniform and stable than
at present. Although the regulating walls end at the five-fathom
line, the momentum of the current would continue beyond that
point, and so would cut into the deep water outside. This would
serve the double purpose of draining the Yangtse Estuary as well
as keeping open the approach to Shanghai.

b. From Whangpoo Junction to Kiangyin

This part of the channel of the Yangtse River is most
irregular and changeable. The widest part is over ten miles
while the Kiangyin Narrow is only but three quarters of a mile.
The depth of the channel at the open part is from five to ten
fathoms while that of Kiangyin Narrow is twenty fathoms.
Judging by the depth of the water at this point a width of one
and a half miles must be provided for the channel in order to

26 THE INTERN ATI0NAE DEVELOPMENT OF CHINA

v down the current and to give a uniform velocity right along
the river. So the two-mile wide channel at Whangpoo Junction
has to be tabulated into one mile and a half at Kiangyin. See
Map VI.

The north or left embankment commencing at Tsungpao
Sha continues with the sea wall and makes a convex curve up to
Tsungming Island at a point about six miles northwest from
Tsungming city. Then it follows along the shore of Tsungming
right up to Mason Point and transversing across the north channel
parallel to the north shore at a distance of three or four miles
right up to Kinshan Point, thence it cuts across the deep channel
which was formed in recent years and curves southwestward to
join the shore northeast of Tsingkiang and follows the shoreline
for a distance of about seven or eight miles, then cuts into the
land side to give this part of the river a width of one and a half
miles from the fort at the Kiangyin side. This embankment from
Tsungpao Sha to Tsingkiang Point opposite Kiangyin fort is about
one hundred miles in length.

South of Tsungming Island a part of this embankment and
a part of the wall that projects into the sea together inclose a
shallow space of about 160 square miles good for reclamation
purposes. The other part of the embankment, which runs from
Mason Point at the head of Tsungming Island to Tsingkiang
shore, incloses another space of about 130 square miles.

The right embankment starts at the end of the left jetty of
Whangpoo Junction and, skirting along the Paoshan shore and
passing the Blonde Shoal into the deep, crosses the Confucius
Channel on into Actaon Shoal and follows the right side of
Harvey Channel on to Plover Point. Then it turns northwest
across the deep channel into Langshan Flats, thence recrosses the
deep channel at Langshan crossing into Johnson Flats, then joins
the Pitman King island, and thence skirts along the shore right into
the foot of the hills at Kiangyin forts. This embankment incloses
two shallow spaces: one above and the other below Plover Point,
together about 160 square miles. Alongside of both of these

THE REGULATING Oi< THE YANGTSK RIVER 27

embankments there are shallow spaces amounting to about 450
square miles, a great part of which having already formed land
and a part already appearing in low water. When these spaces
are cut off from the moving current the process of reclamation
would be made to work more rapidly so it is not extravagant to
hope that within the course of twenty years the whole of these
450 square miles would be completely reclaimed and ready for
cultivation. The profits from the new lands thus reclaimed would
amount to about $29,760,000 if only taken at $20 per mow. The
profits from the new lands will be netted from the beginning of
the work and will increase every year up to the completion of the
reclamation process.

With a profit of $30,000,000 in the course of twenty years
before us, it is a worth-while proposition to take up. Now let
us see what amount of capital should be invested before the
whole project of our reclamation work could be completed. In
order to reclaim this 450 square miles of land two hundred miles
of embankments have to be built. Part of these projected em-
bankments will be along the shoreline, a greater part will be in
midstream, and a small part in deep channel. Those along the
shoreline need not be bothered with except that the concave
surface must be protected with stone or concrete work. Those
in midstream should be filled up with stone ten feet or less below
low-water level just enough to give a resistance to the under-
current in order to prevent it from running sideward. Thus the
main current would follow the line of least resistance and cut
the channel, as directed by the rudimental embankment, by its
own force. This rudimental embankment would cost less than
the sea wall which I estimated at 200,000 dollars per mile.
Except at one point, that is, the junction of the North Channel
at Mason Point, which has to be blocked up entirely, the cost for
which, as has been estimated by experts, would amount to over a
million dollars for a distance of two or three miles. Thus the
profits accruing from the reclaimed lands would be quite sufficient
to pay for the embankments. So far we see that the regulating

28 THE INTERNATIONAL DEVELOPMENT OF" CHINA

of the Yangtse from the sea to Kiangyin is a self -paying prop-
osition from the reclamation of land alone, aside from the
improvement of the navigation of the Yangtse River.

c. From Kiangyin to Wuhu

This part of the river is quite different in nature from that
below Kiangyin. Its channel is more stable and only in a few
places sharp curves occur and the water has cut into the concave
sides of the land, thus occasionally making new channels along
the sides of the two shores. This section of the river is about
1 80 miles in length. See Map VII.

The regulating works here would be more complicated than
those below Kiangyin. For besides the dilated parts which have
to be reclaimed in the same manner as those of the lower part of the
river, the sharp curves have to be straightened and side channels
have to be blocked, and midstream islands have to be removed, and
narrows have to be widened to give uniform width to the river.
However, most of the existing embankments in this part could be
left as they are except some of the concave surfaces of the shores
have to be protected by either stone or concrete work. The
regulating works of the channel and the embankments can be
done by artificial means as well as by natural processes so as to
economize as much as possible, The cost of the whole works of
this part of the river cannot be accurately estimated until a detail
survey is made; but in a rough guess $400,000 per mile may not
be very far from the mark. Thus 180 miles will cost $72,000,000
exclusive of the expenses for the widening of the point between
Nanking and Pukow, in which case valuable properties will have
to be removed.

The Kwachow cut is to straighten the three sharp curves in

front of and above Chinkiang by converting them into one. Two

and a half miles of the land in the northern shore opposite

Chinkiang will have to be cut into in order to form a new channel

1 mile or more in width. The part of the river in front of,

m 9

8 *

§1

«i

<?:

4J5(/

•£

to ^

* _

^0»

THE REGULATING OF THE YANGTSE RIVER 29

and above and below Chinkiang has to be reclaimed. The new
land thus reclaimed would form the water front of Chinkiang
city, the value of which may be sufficient to defray the cost of
the work and compensate for the land taken away on the northern
shore, to form the new channel. So the works of this part will
be at least a self-paying proposition.

The narrow between Pukow and Hsiakwan from pier to pier
is barely six cables wide. The depth of the water in this narrow
from the shallowest to the deepest is six to twenty-two fathoms.
The land of the Hsiakwan side had occasionally sunk away on
account of the too rapid current and the depth of the water.
This indicates that this part is too narrow for the volume of the
Yangtse water to pass. Therefore a wider passage must be
provided for. In order to do so, the whole town of Hsiakwan
must be sacrificed as the river must be widened right up to the
foot of the Lion Hill, so as to provide a passage of a mile wide
at this point. What the cost for the compensation of this valuable
property of Hsiakwan will be will have to be submitted to the
experts for a careful investigation before it can be determined.
This will be the most costly part of the whole project for the
regulating of the Yangtse. But undoubtedly some equally
valuable property can be created along the riverside near by in
place of Hsiakwan, so that a balance may be realized by the
work itself.

The channel below the Nanking Pukow Narrow will follow
the short passage alongside of the foot of the Mofushan to
Wulungshan. The loop around the island north of Nanking
will have to be blocked up in order to straighten the course of
the river.

The section of the river from Nanking to Wuhu is almost in
a straight line with three dilatations along its course: one just
above Nanking the other two just above and below the East and
West Pillars. To regulate the first dilatation the channel above
Me-tse-chow should be blocked up and the island outside of it
should be partly cut to widen the proper channel. To regulate

JO THE INTERNATIONAL DEVELOPMENT OE CHINA

the other two dilatations the river should be made to curve toward
Taiping Fu to follow the deep channel on the right bank. The
left channel should be blocked up. The islands along this curve
should be partly or wholly removed. To regulate the dilatation
above the Pillars, the Friends Channel should be blocked up and
Friends Island should be partly cut away. And the left bank
below Wuhu should also be cut to give the channel a uniform
width.

d. From Wuhu to Tungliu

This part of the river is about 130 miles in length. Along
its course there are six dilatations, the most prominent of which
is the one that lies immediately below Tungling, which extends
over ten miles from side to side. In each of these dilatations
there are usually two or three channels with newly formed islands
between them. The deep passage often changes from one side to
the ether, and it is not uncommon that all of the channels are
filled up at the same time, thus stopping navigation altogether for
a considerable period. See Map VIII.

In regulating the part of the river from ten miles above
Wuhu to ten miles below Tatung, I propose to cut a new channel
through the midstream islands formed by the three dilatations and
the sharp corners of the shore, in order to straighten as well as to
shorten the river, as marked by the dotted lines in the map
attached here. The cost of the cut could not be estimated uutil a
detail survey is made. But as soon as the embankments are laid
out the natural force of the river's own current will do a great
part of the dredging work, so that the expenses of the cutting for
the new channel will be much less than usual. Above Tatung
there are two sharp turns of the left shore to be cut. One is on
the left shore at the point where the beacon now stands about
twelve miles from Tatung. In this place a few miles of the left
shore will have to be cut away. The other cut is just below the
city of Anking hence to Kianglung beacon, a distance of about six
miles. By this cut we do away with the sharp turns of the river

THE REGULATING OF THE YANGTSE RIVER .$1

at Chuan Kiang Kau. These cuttings would cost much more
than the piling of stone at the lower reach of the river. It is
quite certain that the reclamation of the side channels of this part
will not cover the cost of the cuttings. Therefore this part of the
regulating work will not be self-paying, but the navigation of the
Yangtse, the protection it gives to both sides of the land, and the
prevention of floods in the future will amply compensate for
such work.

e. From Tungliu to Wusueh

This part of the river is about eighty miles in length. The
land along the right bank is generally hilly while that along the
left is low. Along its course there are four dilatations. In three
of these dilatations the current has cut into the left or northern
bank of the river and then turns back into its main course again
almost at right angles. At such points the bank is very unstable.
Between the channels of these dilatations islands are being formed.
See Map IX.

The regulating works of this part are much easier to construct
than those of the lower part. The three diverting semicircular
channels have to be blocked up at the upper ends, and the lower
openings left open for silt to go into at flood seasons in order to
reclaim them by the natural process. The other dilatations should
be narrowed in from both sides by jetties. A few places will
have to be cut, the most important being the Pigeon Island and
the turn above Siau Ku Shan. Some of the midstream islands
will have to be removed, and a few wide places filled up in order
to make the channel uniform, so as to give a regular minimum
depth of six fathoms right along the whole course.

f. From Wusueh to Hankow

This part of the river is about one hundred miles long.
Above Wusueh we enter into the hilly country on both sides.
The river here is generally about half a mile wide, with a depth

3- THE INTERNATIONAL DEVELOPMENT OF CHINA

of from five to twelve fathoms or sometimes more in certain
places. See Map X.

To regulate this part of the river a few wide spaces have to
be reclaimed to give a uniform channel, and the side channels at
three or four places closed up. Then we can make a channel
with a uniform depth of from six to eight fathoms at all seasons.
At Collison Island section of the river the Ayres Channel has to
be closed up, leaving the winter channel alone so as to give a
gentle curve above and below this island. At Willes Island and
Gravenor Island point the Round Channel and the channel
between these two islands must be blocked up. The river must
be made to cut through Willes Island to make a shorter curve.
At Bouncer Island the South channel must be blocked up and
above this the Low Point turn must be cutaway to form a gentler
curve. From this point to Hankow the river should be made
narrower first by reclaiming the right side as far as the meeting of
the southwest curve with the right bank then the reclamation
should start at the opposite side of the left bank and right up
along the front of Hankow Settlement until the Han River Mouth
is reached. Thus a depth of six to eight fathoms can be secured
right up to the Bund of Hankow.

To sum up, the whole length of the regulating course of
the river from the deep sea to Hankow is about 630 miles. The
embankments will be twice this length; that is, 1,260 miles. I
have estimated that the sea wall at the mouth of the river could
be built at 200,000 dollars a mile, thus for both sides $400,000 a
mile will be sufficient for the 140 miles from the deep sea to
Kiangyin. For, in this part we have only the two embankments
to deal with, which merely requires the tumbling of stones into
the water until the pile is strong enough to hold the current to a
directed course. As soon as these stone ridges on both sides of
the river are formed, nature will do the rest to make the channel
deep. The work for this part, therefore, is simple.

t the work for certain sections of the upper part of the
river is more complicated as about fifty or sixty miles of solid

/ /

Tiiniiiu-J ' /offi. $.

n m

KwdncfrJti

fill an met

SuSunq

<*>

vAuichana

vXA.
rCiuki&nq

oPenoteeh

ri/ /

■**/
/

- /

r—

s0^ -

AkiikAngm QJj

n Dove I % Sl HH

K3) Szau/a&shan, >i* #v iii

(# M- Jb frH

w Hunter I. % t& uU

II 1

MAP IX

the; regulating of the yangtse river S3

land of from ten to twenty feet above water level and thirty to
forty feet below have to be cut in order to straighten the river's
course. Of this cutting and removing work, how much will have
to be done artificially and how much can be done by nature, I
leave to the experts to estimate. Excepting this, the other parts
of this work, I think, cannot cost much more than 400,000
dollars a mile. So that the whole work from the sea to Hankow,
a distance of 630 miles will cost about 252,000,000 dollars, or let
us say, including the unknown part, $300,000,000 for the
completion of the entire project for the regulating of the Yangtse
River. By this regulating of the Yangtse River, we secure an
approach of 600 miles inland for ocean-going vessels into the
very center of a continent of two hundred millions of people
of which half or 100,000,000 is located immediately along the
600 miles of the great water highway. As regards remuneration
for the work, this project will be more profitable than either the
Suez or Panama Canal.

Although we could not find means whereby the works above
Kiangyin may be made self-paying as those of the sections below
by the reclamation of land, but profit from city building along
the course of the river can be realized after the regulating work
is completed.

In conclusion, I must say that the figures given concerning
the harbor works and the Yangtse regulation are merely rough
estimates which must be in the nature of the case. As regards the
costs of building the rudimental dikes at the estuary of the Yangtse
as well as along the dilating parts of the river, the estimation may
«eem too low. But the data on which I base my estimate are as
i^iows: First, my own observation of the private enterprise of
reclamation by building dikes at the Canton delta around my native
village ; second, the cheap stone that can be obtained at the Chusan
Archipelago ; third, the estimation of Mr. Tyler, Coast Inspector
of the Maritime Customs for the blocking up of the North Channel
at the upper end of Tsungming Island, where the narrowest part
is about three miles. He says that a million taels or more is

34 I'llB tNTERNATIONAL DEVELOPMENT OE CHINA

necessary for the work. Or, let us say, in round figures, five
hundred thousand dollars (Mex.) a mile. This is two and a
half times my estimate. Xcw, let us compare the difference.
The three-mile channel at the upper end of Tsungming has an
average depth of twenty feet of water, while in my project the
wall or dikes will be built in water having an average of less
than two thirds of this depth. Moreover, the work of blocking
up the North Channel entirely at a right angle is many times
more cosily than that of building a rudimental dike of the same
length in a parallel line with the current. Since five hundred
thousand dollars are enough to block up cross-wise a mile of river
twenty feet deep, two fifths of that sum should be quite sufficient
to finance the work that 1 have projected. While writing this,
I came across an article in the Chiccgo Railway Reziezv, May 17,
1919, dealing with the same subject, which stales that steel
skeleton is a better and cheaper substitute for stone or other
materials for building dikes and jetties in a muddy river like
ours. Thus, by this new method, we may be able to construct
embankments, with cheaper material than 1 have hitherto known.
So, although the estimate which ! have made may be somewhat
low. yet it is not so far from correct as it seems at first sight.

PART III.

The Construction of River Ports

The construction of river ports along the Yangtse between
Hankow and the sea will be one of the most remunerative propo-
sitions in our development scheme. For this part of the Yangtse
Valley is richest in agricultural and mineral products in China,
and is very densely populated. With the cheap water transpor-
tation provided by the completion of the regulating work both
sides of this water highway will surely become industrial
beehives. And with cheap labor near-by, it will not be a surprise
if in the near future both banks will become two continuous
cities, as it were, right along the whole extent of the river from

THE CONSTRUCTION OF RIVER PORTS 35

Hankow to the sea. In the meantime a few suitable spots should
be chosen for profitable city development. For this purpose I
will start from the lower part of the river as follows :

a. Chinkiang and Xorthside.

b. Nanking and Pukow.

c. Wuhu.

d. Anking and Southside.

e. Poyang Port.

f. Wuhan.

a. Chinkiang and Northside

Chinkiang is situated at the junction of the Grand Canal
and the Yangtse. It was an important center of inland water
traffic between the north and the south before the steam age.
But it will resume its former grandeur and become more
important when the old inland waterway is improved, and new
ones are constructed. For it is the gateway between the Hoangho
and Yangtse valleys. Besides, by the southern portion of the
Grand Canal, Chinkiang is connected with the Tsientang valley —
the richest part of China. Thus, this city is bound to grow into
a great commercial center in the near future.

In our regulation work of the Yangtse, we shall add a piece
of new land, over six square miles, in front of Chinkiang. This
land on the south side of the river will be utilized for city-
planning for our new Chinkiang. On the northside, land should
also be taken up by the state to build another city. The north-
side will be bound to outgrow that of the south for the whole of
Hoangho Valley could only emerge into the Yangtse by waterway
through this point. Docks should be built between here and
Yangchow for accommodation of inland vessels, and modern
facilities should be provided for transhipment between inland
vessels and ocean-going steamers. This port should be made as
a distributing center as well as a collecting center for the salt of
the eastern coast. This, with the help of modern methods, will

2>6 THE INTERNATIONAL DEVELOPMENT OF CHINA

reduce transportation expenses. Stone or concrete bunds or quays
should be built on both sides of the river and tidal jetties should be
provided for train ferries. In time, when commerce grows, tunnels
or bridges may be added to facilitate traffic of the two sides. The
streets should be wide so as to meet modern demands. The water
front and its neighborhood should be planned for industrial and com-
mercial uses and the land beyond should be planned for residential
purpose. Every modern public utility should be provided. In regard
to the details of planning the city, I must leave them to the expert.

b. Nanking and Pukow

Nanking was the old capital of China before Peking, and is
situated in a fine locality which comprises high mountains, deep
water and a vast level plain — a rare site to be found in any part
of the world. It also lies at the center of a very rich country on
both sides of the lower Yangtse. At present, although ruined
and desolate, it still has a population of over a quarter of a
million. Once it was the home of many industries especially silk
and now the finest satin and velvet are still produced here.
Nanking has yet a greater future before her when the resources
of the lower Yangtse Valley are properly developed.

In the regulation of the Yangtse I propose to cut away the
town of Hsiakwan, so that the wharf of Nanking could be
removed into the deep channel between Metsechow and the
outskirt of Nanking. This channel should be blocked up, thereby
a wet dock could be formed to accommodate all ocean-going
vessels. This point is much nearer the inhabited parts of the city
than Hsiakwan. And the land between this projected wet dock
and the city could form a new commercial and industrial quarter
which will be many times larger than Hsiakwan. Metsechow in
time, when commerce grows, may also be developed into city lots
and business quarters. For the future development of Nanking
the land within and without the city should be taken up at the
present price under the same principle which I have proposed for
the Projected Port at Chapu.

THE CONSTRUCTION OF RIVER PORTS 2)7

Pukow, opposite Nanking, on the other side of the river, will
be the great terminus of all the railways of the great northern
plain to the Yangtse. It will be the nearest river port for the rich
coal and iron fields of Shansi and Honan, giving access to the
lower Yangtse district and hence to the sea. As the great
transcontinental trunk line to the sea whether terminating at
Shanghai or at our Projected Port, would pass through this point,
the construction of a tunnel under the Yangtse to connect Nan-
king and Pukow by rail at the same time when the cities are being
constructed, will not be at all premature. This will at once make
possible a through train journey from Shanghai to Peking.

Concrete or stone embankment should be built along the shore
above and below the present Pukow point many miles in each
direction. Modern streets should be laid out on the land within
the embankment so as to be ready for various building purposes.
The land on the north side of the river should be taken up by the
state for public uses of this international development scheme on
the same basis as at our Projected Ports.

c. Wuhu

Wuhu is a town of 120,000 inhabitants and is the center of
the rice trade in the lower part of the Yangtse. It is at this point
that I propose to make an intake of the water which will go to
flush the Whangpoo River at Shanghai, and which will form the
upper end of a canal to the sea at Chapu. In the regulating work
of the Yangtse the concave part above the junction of the Yangki
Ho has to be filled up and the convex part of the opposite side has
to be cut away. The junction of the projected canal and the
river will be at about a mile or so below the Lukiang junction.
The projected canal will run northeast to a point between the
southeast corner of Wuhu city and the foot of the hill. There it
joins the Yangki Ho and, following the course as far as Paichiatien,
branches off in the northeastern direction. This gives Wuhu a
southeast waterfront along the left side of the canal. New bunds
should be built along both sides of the canal as well as alongside

38 HIE INTERNATIONAL DEVELOPMENT OF CHINA

the Vangtsc and at the junction of the canal docks for inland
vessels should be constructed with modern plants for transhipment
of goods. Wide streets should be laid out from the Bund of the
Ynngtse far into the inland following the direction of the canal.
The bund alongside the Yangtse should be reserved for commercial
purposes and those alongside the canal for factories. Wuhu is
in the midst of a rich iron and coal field, so it will surely become
an industrial center when this iron and coal field is properly
developed. Cheap materials, cheap labor, and cheap foodstuffs
are abundant at the spot waiting for modern science and machinery
to turn them into greater wealth for the benefit of mankind.

d. Anking and Southside

Anking, the capital of Anhwei, was once a very important
city but since its destruction by the Taiping war it has never
recovered its former greatness. Its present population is about
40,000 only. Its immediate neighborhood is very rich in mineral
and agricultural products. The great tea district of Liu-an and
the rich mineral district in the southeastern corner of Honan
province will have to make Anking their shipping port when
railways are developed. In the Yangtse Conservancy work, the
concave turn of the river in front and west of the city has to be
filled up. This reclaimed land should be for the extension of a
new city, where modern transportation plants should be built.

Eagle Point, on the southside opposite Ankirg, should be
cut away to make the river curve more gently and to give the
channel a uniform width. A new city should be laid out at this
point, for from here we command the vast tea districts of southern
Anhwei and western Chekiang. The rich inland city of Hweichow,
with the highly productive country around it, will have to make
this port its shipping station. As Wuhu is the center of the rice
trade these twin cities of Anking will be the centers of the tea
trade. Like Wuhu, these twin cities are also situated in the
midst of rich iron and coal fields which will assist them to become
important industrial centers in the near future. So to build

THE CONSTRUCTION OF KWl'.R PORTS 39

twin cities at this point of the river will be a very profitable
undertaking:.

■6"

e. The Poyang Port

I propose to construct a port at a point between the Poyang
Lake and the Yangtse River. This will be the sole port of the
Kiangsi province. Every city of this province is connected by
natural waterways which, if improved, will become a splendid
water transportation system. The province of Kiangsi has a
population of 30,000,000 and is extremely rich in mineral
resources. A modern port acting as a commercial and industrial
center for the development of this resourceful province would be
a most remunerative proposition in our project.

The site of the port will be on the west side of the entrance
to the Poyang Lake and the right bank of the Yangtse. It will
be an entirely new city built on new ground, part of which will
be reclaimed from the shallow side of the lake. In the regulating
work of the Poyang Channel, a training wall should be built
from the foot of the Taku Tang Hill to Swain Point opposite to
Stone Bell Hill of Hukow. A closed dock should be constructed
within this training wall for the accommodation of inland water
vessels. The city should be laid out on the triangular space
formed by the right bank of the Yangtse, the left side of the Po-
yang Lake and the foot hill of the Lushan Mountain. This
triangle is about 10 miles on each side, excellent for city develop-
ment. The porcelain industry should be established here instead of
at Kingteh Chen, for great damages often occur owing to the lack
of transportation facilities, and to the necessity of transhipment
for the export of the finished articles from the latter place.
Modern plants on a large scale should be adopted for the
manufacturing of cheap wares as well as fine articles in our
projected Poyang Port, for here we shall have the greater
advantage of collecting raw materials than at Kingteh Chen.
Thus the concentrating of the various manufactures in an
advantageous center will result in quickening the growth of our

40 THE INTERNATIONAL DEVELOPMENT OF CHINA

new city. This Poyang Port is bound to grow into one of the
great commercial and manufacturing centers in China, judging
from the possibilities of Kiangsi alone. It will not only be a
great shipping port of the Yangtse but will also be a railway
center between North and South China. Thus to develop this
port on a large scale is quite justifiable from an economic point
of view.

f. Wuhan

Wuhan signifies the three cities of Wuchang, Hankow, and
Hanyang. This point is the headwater of our projected ocean
passage, the pivot of the railway system of China Proper, and
will become the most important commercial metropolis in the
country. The population of these three cities is over a million
and could be easily doubled or trebled if improvements would be
made. At present, Hanyang possesses the largest iron works in
China, and Hankow, many modern industries, while Wuchang is
becoming a great cotton manufacturing city. Besides, Hankow
is the trade center of Central and West China, and the greatest
tea market we have. The provinces of Hupeh, Hunan, Szechuen,
and Kweichow and a part of Honan, Shensi, and Kansu all
depend upon Hankow as their only port to the outside world.
When railways are developed in China, Wuhan will be still more
important and will surely become one of the greatest cities in the
world. So in planning the future city of Wuhan we must adopt
for its development a scale as large as that of New York or
London.

In the regulation of the Yangtse embankments, we have to
reclaim the front of Hankow from the jetty of Lungwangmiao at
the junction of the Han River right along the left bank to the
point where the Yangtse turns eastward. This reclaimed space
will be at an average of about 500 to 600 yards wide. This will
narrow down the river at this part to give a uniform channel of
5 to 6 cables in width and to give the Hankow settlement a strip
of valuable land along its waterfront. This will a1so help to pay a

the; improvement of the existing waterways and canals 41

part of the expenses for city construction. The sharp bend of
the Han River just before it joins the Yangtse should be
straightened so as to make a gentler curve around Lungvvangmiao
Point and thus enable the currents of both rivers to flow in the
same direction at their junction. The Hanyang embankment
will follow pretty closely the present shore line but not beyond
the iron works jetty. The wide space of the river above
Wuchang city should be walled in to make a closed dock for
inland water as well as ocean going vessels. Below Wuchang, an
embankment parallel to that of the left side should be built so as
to make the future city extend far below the present one. A
tunnel should be constructed to connect both embankments at a
point where the Kinghan railway makes its first turn when it
comes to the Yangtse River. And another tunnel or bridge
should be constructed between Hankow and Hanyang on one
side and Wuchang on the other at the junction of the Han River
and the Yangtse. Additional tunnels or bridges may be constructed
at different points when the city grows larger in the future. All
the outlying land of these trio-cities should be taken up on the
same basis as at our projected seaports, so that private monopoly
and speculation in land may be prevented, and that the unearned
increment will go to the State to help the payment of capital and
interest on the foreign loans which are to be made in this
international development scheme.

PART IV.
The Improvement of the Existing Waterways and Canals

The existing waterways and canals in connection with the
Yangtse may be enumerated as follows :

a. The Grand Canal.

b. The Hweiho.

c. The Kiangnan Waterway System.

d. The Poyang Waterway System.

e. The Han River.

f . The Tungting System.

g. The Upper Yangtse.

42 I I!K INTERNATIONAL DEVELOPMENT OF CHINA

a. The Grand Canal

The Grand Canal connects with the Yangtse at a point
te Chinkiang and runs northward right up to Tientsin, a
distance of over 600 miles. We understand that a detailed
survey of the Kiangpeh part of the canal has begun and the work
of improving it will commence soon. In our project, I propose
to substitute the Kiangpeh portion of the Grand Canal by the
Yangtse outlet of the Hweiho.

b. The Hweiho

The Hweiho rises in the northwest corner of Honan and
runs southeast and east to the north of Anhwei and Kiangsu.
Its outlets have been sealed up in recent years so its water has
accumulated in the Hungtse Lake and it depends upon evaporation
as i:s only means of disposing the water. Thus in the heavy
rainy season, it floods a vast extent of the country surrounding
the lake and causes great misery to millions of people. So the
conservancy of the Hweiho is a very urgent question of China
to-day. Recently many investigations have been made and many
plans proposed. Mr. Jameson, chief engineer for the American
Red Cross Society, has proposed two outlets for the Hweiho:
one following the old course of the Yellow River to the sea and
another through Paoying and Kao-yu Lakes to the Yangtse. In
this project I propose to follow Mr. Jameson's plan for the sea
outlet only as far as the old Yellow River and for the Yangtse
outlet only as far as Yangchow. When the sea outlet or north
branch reaches the old Yellow River I will lead it across into the
Yenho and follow the Venho to its northern turn. From there,
we cut across the narrow strip of land into the Kuanho which
enter- the sea at the nearest deep water line. This saves a great
1 of work of excavating the old course of the Hoangho.
When the southern branch reaches Yangchow, I propose to make

canal pass east of that city instead of west as Mr. Jameson

THK IMPROVEMENT OE THE EXISTING WATERWAYS AND CANALS 43

proposed, so that its current will join the Yangtse in the same
direction at the new curve below Chinkiang city.

I!oth of these outlets or branches of the Hweiho should be
made at least twenty feet deep right along, so that coastal vessels
from the north to the Yangtse could use them as passage instead
of going round the Yangtse estuary, thus shortening the distance
by about 300 miles. And with twenty feet depth for both outlets,
the Hweiho and the Hungtse Lake would be well drained and the
present bottom of the lake, which is sixteen feet above sea level
would be converted into agricultural land at once. Thus 6,000,000
mow of land could be reclaimed according to the estimate of Mr.
Jameson, from the Hungtse and the neighboring lakes. If
twenty dollars a mow be taken for its value, a sum of $120,000,000
could be netted. Oesides this direct profit to the Government,
there is an area of some 17,000 square miles of occasionally
flooded land which would be made flood-proof so that normally
we shall have two crops a year instead of two only in five years.
That is to say, the 17,000 square miles or 10,880,000 acres will be
made to produce five times more than at present. For instance,
if the value of the gross production be estimated at fifty dollars
an acre, then the total value would be $544,000,000 Mex. and five
times this sum would amount to $2,720,000,000 Alex. What an
enormous profit to the country !

c. The Kiangnan Waterway System

This system comprises the South Grand Canal, the Whangpoo,
the Taihu, and its connections. The most important improvement
I intend to make here is to widen and deepen the Wuhu — Ihsing
Waterway between the Yangtse and the Taihu, and from there to
dredge a deep channel right through the Taihu to a point midway
of the Grand Canal between Suchow and Kashing. At Kashing,
divide it into two branches : — one following the Kashing Sunkiang
Canal to Whangpoo, and the other, to the Projected Port at
Chapu. This waterway between the Yangtse and the Whangpoo,
before it reaches .Shanghai, should be made as wide and deep as

44 THE INTERNATIONAL DEVELOPMENT OF CHINA

possible so as to make it carry sufficient water to flush the
Shanghai harbor as well as to provide a shorter passage for
inland water vessels between the Yangtse and the sea ports. This
waterway will act as silt carrier by which the Taihu and the
various lakes along-side of it may be reclaimed in the future.
Besides the main object for which this canal is assigned, the
reclamation scheme and the local traffic would also add profit to
it. This makes its remuneration doubly sure. As no accurate
surveys of the shallow Taihu and other lakes and swamps could
be obtained, the exact number of mow to be reclaimed, could not
be given here. But in a rough estimate I should say that the
reclaimed space of the Kiangnan Lakes would be about
the same in extent as those of Kiangpeh (the North of the
Yangtse).

d. The Poyang Waterway System

This system drains the entire area of Kiangsi province.
Every hsien, city, and important town is reached by waterway.
Waterways are the only means of communication in this province
as well as in all the provinces of Southeastern China, before the
advent of railways. The lower part of the Kiangsi waterway
system suffers the same irregularities as those of the lower Yangtse
as both are on low land. So, to regulate it, a similar work as
that for the Yangtse should be applied. The Poyang Lake
should be divided by deep channels from the junction of each
river, and these should join together to form larger channels and
finally unite into one main channel at a point near Chuki and,
running through the narrow part of the lake, join the Yangtse at
Hukow. The sides of the deep channels should be lined with
submerged stone ridges as high as the shallow part of the lake,
whereby the channels would serve the purpose of draining as
well as of navigation.

The shallow space beside those channels will be reclaimed
into arable land in due time. So the work of regulating the
Poyang channels will be well paid by reclamation.

THE IMPROVEMENT OF THE EXISTING WATERWAYS AND CANALS 45

e. The Han River

This river is navigable for small crafts through its main
body up to Hanchung in the southwest corner of Shensi; and
through its branches up to Nanyang and Shekichen in the
southwest corner of Ilonan. This navigable stream commands
quite a large area of watershed. The upper part, that is above
Siangyang, is in mountainous country. From Siangyang to
Shayang it is in a wide, open valley and below Shayang it runs
into the Hupeh swamp.

To improve this river dams should be built above Siangyang
in order to utilize water power as well as to make locks for
larger crafts to ascend to the navigable point now navigable
only for small crafts. Below Siangyang, where the river is
very wide and shallow, rudimental dikes should be constructed
of stones or piles in order to restrict its channel and to reclaim
the shallow space on both sides by natural process. In the
swamp, the river should be straightened and deepened. A new
canal between the Han and the Yangtze at Shasi should be
constructed to provide a shorter passage between Hankow and
Shasi and beyond. This canal in the swamp should be open to
the lakes along its course so as to let the silt-carrying water enter
into them in the flood season, thus filling them up quicker.

f . The Tungting System

This system of waterway drains the whole province of Hunan
and beyond. The most important branches are the Siangkiang
and the Yuankiang. The former runs through Hunan into the
northeast corner of Kwangsi province and connects with the Sikiang
system by a canal near Kweilin. The latter runs across the west
border of Hunan into the eastern part of Kweichow province.
Both could be improved for the navigation of larger crafts. The
canal between the Yangtse and the Sikiang watersheds should be
reconstructed and modern locks should be provided in it as well
as along the two waterways. Thus, vessels of ten feet draught

46 .UK INTERNATIONAL DEVELOPMENT OF CHINA

may freely pass between Uie Yangtse and the Sikiang. The
Tungting Lake should be drained by deep channels in the same
manner as the Poyang Lake, and its shallow space reclaimed by
natural process.

g. The Upper Yangtse

i include the part from Hankow to Ichang also in the Upper
Yangtse, becauss it is at Hankow that the ocean navigation ends,
and the inland water communication begins. So, in dealing with
the improvement of the L'pper Yangtse, I will begin at Hankow.
At present the Upper Yangtse is navigable for shallow draught
steamers up to Kiating, a point about i.ioo miles above Hankow
by river. If improvement be made farther on, then shallow draught
steamers could navigate right up to Chengtu, the capital of
Szechucn province, and the center of the richest plain in West
China, about sixty miles up the Min River.

To improve the Upper Yangtse from Hankow to Yochow,
the work is much similar to that of the lower part. The channel
should be regulated by rudimental dikes. The concave embank-
ments in sharp bends should be protected by stone or concrete ;
obstacles midstream should be removed. The great loop, called
the Farmer Bend, above Kinkow, should be cut through at the
neck of Paichow, and the sharp point of Hanchin Kwang should
be cut away to make the curve of the river more gentle.

The tortuous part of the Y'angtse, north of the Tungting
Lake, between Kinho Kow and Skipper Point, should be blocked
up altogether and a new channel made through Tungting Lake,
returning to the Yangtse by the Yochow Channel. This avoids
the crooked passage and shortens the river course considerably.
From Skipper Point to Ichang the dilatations should be restricted
by dikes of stone or piling, and some sharp points of the shores
should be cut away to make the curves more gentle.

The Yangtse River above Ichang enters the Gorges which
run about a hundred miles up to the Szechuen depression, known
as the Red Basin. This part of the river from Ichang right along

THE ESTABLISHMENT OF LARGE CE.MEXT WORKS 47

to its source is confined by rocky banks, very narrow and deep,
having an average depth of six fathoms and at some particular
points even thirty fathoms. Many rapids and obstructions occur
along its course.

To improve the Upper Yangtse, the rapids should be dammed
up to form locks to enable crafts to ascend the river as well as to
generate water power. Obstructions should be blasted and
boulders removed. Thus, a ten-foot channel right along from
Hankow to Chungking could be obtained so that through inland
water transportation could be established from Chungking to
Peking in the north and to Canton in the south, as well as to all
navigable points in China Proper all the year round. In this way,
transportation expenses to the richest emporium in West China
could be reduced hundredfold. The benefit to the people will be
enormous and the encouragement to commerce will indeed be
great.

PART V.

The Establishment of Large Cement Works

Steel and cement are the basis of modern construction, and
the most important factors of the material civilization of the
present age. In the various projects of our development scheme,
the demand for steel and cement will be so enormous that all
manufacturing countries combined will not be able to supply the
needs. Therefore, in our first program, 1 have proposed to
establish large steel works in the rich iron and coal fields in the
provinces of Shansi and Chihli ; so in this second program I
propose to establish large cement works along the shores of the
Yangtse River. The Yangtse Valley is exceptionally rich in
materials for cement, — limestone and coal lying side by side at
the water edge along the navigable channel from Chinkiang up-
ward. Thus, local supplies could be created for local needs.

At present, there is one cement-works at Shihuiyau near
Hoangshikang at the upper reach. It is situated between a deep

48 THE INTERNATIONAL DEVELOPMENT OF CHINA

water wharf and a limestone hill. The limestone is so near by
that it can be cut and shoveled into the kilns immediately. Between
Hankow and Kiukiang there are many places possessing the same
advantage. Below Kiukiang, there are also many such advan-
tageous positions as Matang, Wushiki and many others between
Kiukiang and Anking. Between Anking and Nanking there are
exceptionally good locations for putting up cement works such as
Tatung, Tikang, and Tsaishisze, all these places being provided
abundantly with limestone and coal and iron, lying side by side.
With the huge harbor works, city building, and embankment
construction, the market for cement will be so great that a capital
of one to two hundred million dollars should be invested for the
supply. This work should be started gradually in accord with
the acceleration of the other works of the general development so
that one project will further the other, and over-production and
waste of capital individually in any of the general scheme will be
guarded against. This will help make each of them a profitable
business by itself.

PROGRAM III.

The main feature of the third program will be the construc-
tion of a great southern port which will complete the plan for
three first-class seaports in China as proposed in the preliminary
part of this International Development Scheme. Our Great
Southern Port will naturally be Canton, which is not only the
center of commerce in South China but also the largest city in all
China. Until recent times it was the largest city on the coasts
of the Pacific, and the center of commerce of Asia. With the
development of China, Canton will surely resume its former
importance, Around this southern metropolis I formulate the
third program as follows :

I. The Improvement of Canton as a World Port.
II. The Improvement of the Waterway System of Canton.

III. The Construction of the Southwestern Railway System

of China.

IV. The Construction of Coast Ports and Fishing Harbors.
V. The Establishment of Shipbuilding Yards.

PART I.
The Improvement of Canton as a World Port

Canton's position as a seaport has been taken away by
Hongkong since its cession to England after the Opium War.
But as a commercial center of South China, Canton still holds its
own, despite the advantages of deep-water harbor, the artificial
improvements of Hongkong, and the political dominance of
England. The loss of its position as a seaport is entirely due to
the ignorance of the Chinese people who never made any com-
bined effort to improve the welfare of the country, and also to
the corrupt government and officials of the Manchu dynasty.

( 49 )

50 THE INTERNATIONAL DEVELOPMENT OF CHINA

Since the establishment of the Republic, the people have begun to
awake very rapidly and many schemes have been suggested to
make Canton a seaport. This awakening of the millions of
Chinese has caused much apprehension to the Hongkong Govern-
ment. The authorities of that colony have been doing their
utmost to hinder every move to restore Canton as a seaport and
try to nip every scheme in the bud. Of course, if Canton is
improved and made into a world port, then all the services that
Hongkong performs for her as a shipping stage would be
dispensed with altogether. But a developed Canton and a
prosperous China will recompense Hongkong in various ways a
hundred times more than its present position as the monopolized
ocean port of a backward and poor China. Just look at the port
of Victoria in British Columbia, which was once the only seaport
of West Canada as well as the Northwestern region of the
United States, but it prospered very little then with an undeveloped
hinterland despite its monopolistic character. Whereas as soon
as the rival ports arose Vancouver on its own side, and Seattle
and Tacoma on the American side, all within the same distance
as Hongkong is to Canton, all of them because of a developed
hinterland prospered wonderfully, despite the keen competition
between them as seaports. Thus, we see that competitive seaports
like Vancouver, Seattle, and Tacoma instead of killing Victoria,
as was once supposed by shortsighted people, have made it more
prosperous than ever. Then, why doubt that a prosperous
Canton and a developed China would not give the same result to
Hongkong? This is but a natural outcome. Therefore, there
should be no fear that a prosperous Canton and a developed
China would be harmful to Hongkong as a free port. So, instead
of doing the utmost as hitherto to hinder the development of
Canton as a seaport, the Hongkong authorities should do their
utmost to encourage such a project. Besides, the development of
Canton and South China will benefit the English as a whole
commercially a hundred times more than Hongkong can do at
present. Although the local authorities of that crown colony do

THE IMPROVEMENT OF CANTON AS A WORLD TORT 5 1

not see far enough to realize it, however, I believe that the great
statesmen and captains of industries in the now mightiest empire
of the world would surely see it. With this belief in my mind I
feel quite safe in giving publicity to the scheme of my interna-
tional development of Canton as a world port in South China.

Canton is situated at the head of the Canton Delta, which is
formed by the junction of three rivers — the Sikiang or West
River, the Peikiang or North River, and the Tungkiang or East
River. The area of this delta is about 3,000 square miles and
has the most fertile alluvial soil known in China. The land yields
three crops a year — two crops of rice and one crop of other
products such as potatoes or beets. In silk culture, it gives eight
crops every year. The most delicious fruits of many varieties
are produced in this delta. This is the most thickly populated
district of all China. Within this delta and its immediate
neighborhood, more than half of the population of Kwangtung
province is found. This is the reason why, despite the great
productivity of this fertile delta, large quantities of foods have to
be supplied by the surrounding country as well as by foreign
imports. Before the age of machinery Canton for centuries was
well known as an industrial center of Eastern Asia. The
workmanship and handicraft of its people are still unequaled in
many parts of the world. If machinery will be introduced in its
industries under our international development scheme,Canton will
soon recover its former grandeur as a great manufacturing center.

As a world port, Canton is in a most advantageous position.
Being situated at the junction of three navigable rivers and at
the head of the ocean navigation it is a pivot of inland water as
well as ocean communication in South China. If the South-
western railway system is completed, then Canton will be equal
in importance to the two great ports in North and East China, in
regard to transportation facilities. The ocean approach of
Canton is generally deep excepting at two points which can be
easily trained and dredged to enable modern liners to pass in and
out at any hour. The deep water line of the ocean reaches up

52 THI- INTERNATIONAL DKVKLOPM KNT OF CHINA

to Lingting Island, where the depth is from 8 to 10 fathoms.
Above Lingting, the channel gets shallower (about 3 or 4 fathoms)
and runs about 15 miles up to the Fumen Entrance. From this
point the water becomes deep again (between 6 and 10 fathoms)
right up to the Second Bar — a distance of 20 miles. At the
Second Car, the water is about 18 to 20 feet deep for only a few
hundred yards. .After crossing the Second Bar, the water
becomes deep again for a distance of 10 miles averaging about 30
feet deep up to the First Bar which will be the city limit of our
future Canton.

To improve the Approach to Canton, I suggest that two
submerged training walls be built at the left side of Canton
Estuary above Lingting Island — one from the shore to the head of
the Kongsu Bank, and another from the end of the same bank to
the head of the Lingting Bank. The first training wall will be
3 to 4 feet under water just at the same level of the bank. The
second wall will be from 4 feet at one end to 16 feet at the
other, which are the levels of the respective banks which it
connects. (See (1) (3) Map XL) ft will cross a channel of 24
feet deep between them. These two walls together with the
four-foot Kongsu Bank will act as one continuous wall and will
direct the undercurrent which now runs between the left shore
and Lingting Bank, into the middle part of the estuary, thus
cutting a channel between the bar and the bank of the same name
to meet the deep water on the west side of Lingting Island. On
the right side of the Canton Estuary, a training wall should be
built from the lower part of Fraser Bank in a southeasterly
direction across the 24-foot channel into the Lingting Bar ending
at the east edge of that bar. (See (2) Map XL) Thus, with
these submerged walls on both sides of the estuary to confine the
undercurrent in the middle, a very deep channel can be formed
to connect with the Fumen Entrance at one end and the Lingting
trough at the other both of which are about 50 feet deep so that
a thoroughfare from deep sea right up to the Second Bar of the
Pearl River will be created.

S33 \

T2''

i </

:hs

V, 8

-. v

SJ.A--T

/$-

Pi\dk.

!(,•,

%#.#/*' :5*^'"'\i*

■■IV.

lfr\

2.2-

. /§'■' wif \

/r \ *■*

'. /?

p r

\Z0;I7

I* ■■

:£/

«':/7

,; ■

/£

MAP X

THE IMPROVEMENT Of CANTON AS A WORLD PORT 5 3

These submerged sea walls taken together are about 8 miles
in length and will be built only 6 to 12 feet from the bottom of
the sea. The expenses will not be much while the acceleration
of the natural reclamation process will be very great. Thus, the
lands that will be formed on both sides by these walls will far
more than repay the expenses of the work of building these walls.

To regulate the Approach of Canton, in that part of the
Pearl River from the Fumen Entrance to Whampoa, J suggest
that the East River Estuaries be concentrated in a single outlet
by using the uppermost channel which joins the Pearl River at
the lower point of Davids Islands. The other outlets of the East
River, which joins the Pearl River below the Second Bar, should
be closed up by dams built to the height of the normal water
level so as to permit them to serve as flood channels in the rainy
season. By concentrating the whole volume of water of the East
River above the Second Bar, a stronger current could be obtained
to flush the upper part of this section of the river.

In the training works of this section, I propose that several
jetties should be built as follows: First, a jetty from Elliot Island
at point (A) to the farther side of Calcutta Shoal opposite the
lower point of Parker Island. This will block the current
between Elliot Island and Calcutta Shoal and divert it into the
present 36- foot channel thus making it deeper by its natural force.
Second, another jetty from Bolton Island, at point (B) to mid-
stream terminating at the lower side of the Second Bar, on the
right side of the river. Third, a jetty from the lower point of
Pattinger Island at (C) to midstream terminating at the lower
side of the same bar on the left side of the river. Thus the
Second Bar would be flushed by the concentrated current created
by these two jetties. The shallow bottom above these jetties
should be dredged to the required depth. Jf a rocky bottom is
found at this bar it should be blasted and removed, so as to give
a uniform depth to the whole approach. Fourth, the channel
between the right bank of the river and Bolton Island should be
blocked up at (D). Fifth, a jetty from Pattinger Island at (E)

54 Till-: IXTURXATIOX.U. DEVELOPMENT OF CHINA

to the head of the Second Bar Bank in midstream so as to
cut off the current at the left side of the river and to increase
the velocity in the middle channel. Sixth, a jetty from the
right shore at (F) about midway between Danes Island and the
Second Car, should be built to the head of the Midstream Shoal so
as to cut off the current at the right side of the river. And
seventh, another jetty from the lower point of Davids Island at
(G) to midstream opposite to the end of jetty (F). Jetties (G)
and (F) will concentrate the current of the upper Pearl River
while at the same time Jetty (G) will also turn the East River
current into the same direction as that of the Pearl River. (See
Map XI L)

I \y these seven jetties, the current between Whampoa and
Fumen could be controlled and the bottom of the river flushed to a
depth of 40 feet or more, thus creating a thoroughfare for ocean-
going steamers from the open sea right up to the city of Canton.
These jetties taken together will be not more than 5 miles in
length and mostly in very shallow water. After the building of
these jetties, land will be rapidly formed between jetties along
both sides of the channel by natural process. The reclaimed land
alone will be quite enough to pay the expenses of constructing
these jetties, aside from the fact that the main object of regulat-
ing the river and opening up a deep channel for ocean transporta-
tion will have been realized.

Having dealt with the approach to Canton, we may now take
up the improvement of Canton City itself as a world port. The
harbor limit of Canton will be at the First Bar. From there, the
harbor will follow the deep water of Cambridge Reach and the
water between Whampoa and Danes Island into American Reach.
this point it will cut through Actaeon Island to the south of
Honam Island and follow the Elliot Passage to Mariners Island.
From Mariners Island following the Fatshan Creek, a straight
channel should be cut in a southwesterly direction to the Tamchow
Channel. Thus, a new waterway will be made from the First
Bar to Tamchow Channel, a distance of about 25 miles. This

1 Elliot 1. vX WkW
Z Bolton I . »•& tJ/
3 Calcutta Shoal /jaaSmfc

ArMidstreamSho&l + $l#

1*1

Sfe

f-^

"»4

ft*

5»

# >f ^ -r $ 3

jB§» M Hffl 1 %* ■$

& is U >* « 2

#* * K $ &

Ifi-r -HW -£ >

(Sf (SI

the; improvement of canton as a world port 55

waterway will be the main outlet of the North River as well as a
thoroughfare for the West River, and will also serve as the harbor
of Canton. By conveying all the water of the Xorth River and a
part of that of the West River through this waterway, the current
will be strong enough to flush the harbor to a depth of 40 feet or
more. (See Map XIII.)

The new city of Canton will be extended from Whampoa to
Fatshan, separated by the Macao Fort and Shameen Reaches.
The section that lies east of this water should be developed into
commercial quarters and that west of it into factory quarters.
The factory section should be transected by canals connecting
with the Fati and Fatshan creeks so as to give cheap transporta-
tion facilities to every factory. In the commercial section, tidal
wharves with modern plants and warehouses should be provided.
A bund should be built from the First Bar Island along the north
side of the new waterway, the west side of Honam to connect with
the bund of Shameen, and the northwestern side of Canton city.
Another bund should be built from above Fati along the east side
of Fati Island to Mariners Island thence turning southwest along
the left bank of the new waterway. The Front Reach, that is,
the river between the present Canton city and Honam Island
should be rilled up from the upper point of Honam to Whampoa
for city building.

In regard to the question of remuneration, the development
of Canton as a world port will be the most profitable undertaking
of the kind in the International Development Scheme. Because,
besides its commanding position as a commercial metropolis and
its possession of advantageous facilities as a manufacturing center
of South China, a modern residential city is in great demand in
this part of the country. The well-to-do people and merchants of
this rich delta as well as those retired Chinese merchants and
millionaires abroad all over the world are very eager to spend
their remaining days at home. But owing to the lack of modern
conveniences and comforts they reluctantly remain in foreign
countries. Thus to build a new city with modern equipments for

56 THE INTERNATIONAL DEVELOPMENT OF CHINA

residential purposes alone, in Canton, would pay splendidly. The
land outside of Canton is at present about 200 dollars a mow. If
the land marked off for the future city of Canton should be taken
up by the State on the same basis as elsewhere in this International
Development Scheme, immediately after the streets are laid out
and improvements made, the price of land would rise from ten to
fifty times its original value.

The landscape of the environment of Canton is exceptionally
beautiful and charming. It is an ideal place for planning a
garden city with attractive parks. The location of the city of
Canton resembles that of Nanking but is of greater magnitude
and beauty. It possesses three natural elements — deep water,
high mountains, and vast extent of level land which furnish
facilities for an industrial and commercial center and provide as
well natural scenery for the enjoyment of men. The beautiful
valleys and hills of the northern shore of the Pearl River could
be laid out for ideal winter resorts and the high mountain tops
could be utilized for summer resorts.

Within the city limits at the northwest corner, a rich coal
field has been found. When the coal is mined and modern plants
for generating electricity and producing gas are provided, then
cheap electricity and gas could be had for transportation, for
manufacturing, for lighting, heating, and cooking purposes. And
so the present wasteful methods of transportation, and expensive
fuels for manufacturing and cooking for the populous city of
Canton can be done away with entirely. Thus great economic
wonders could be wrought by such improvements. The present
population of Canton is over a million and if our development
plan is carried out, this city would grow in leaps and bounds
within a very short time. The population will become greater
than any other city and the profit of our undertaking will become
correspondingly large.

PART If.

The Improvement of the Waterway System of Canton

The most important waterway system in South China is the
Canton system. Ilesides this the others are not of much

THE IMPROVEMENT OE THE WATERWAY SYSTEM OF CANTON $7

importance and will be dealt with else-where with their ports.
In dealing with the Canton system of waterways, ] have to divide
it as follows :

a. The Canton Delta.

b. The West River.

c. The North River.

d. The East River.

a. The Canton Delta

To improve the Canton Delta we have to consider the
proposition from three points of view: First, the problem of
flood prevention ; second, the problem of navigation ; and third,
the problem of reclamation. Each of these problems affects the
others so the solution of one will help that of the others.

First, the problem of flood prevention. The frequent
repetition of floods in recent years has wrought great disasters to
the people in the neighborhood of Canton. It has destroyed lives
by the thousands and property by the millions. The part which
suffers most is the country between Canton and Lupao, lying
just immediately north of the Canton Delta. This fatal spot is
I think, created by the silting up of the main outlet of the North
River immediately below Sainam. On account of this, the North
River has to find its outlets through the West River by the short
canal at Samshui and through two small streams one from
Sainam, and another from Lupao. The former runs in a
northeasterly direction and the latter in a southeasterly direction
and they join at Kuanyao. From this point, the river takes a
northeasterly course as far as Kumli, thence, turning southeast,
passes the west suburb of Canton. Since the North River is
silted up below Sainam, its channel above that spot is also
getting shallower every year. At present the river above
Samshui city is only about four or five feet deep. When the
North River rises its water generally finds its way into the West
River through the Kongkun Canal. But if the West River should

58 THE INTERNATIONAL DEVELOPMENT OF CHINA

rise at the same time, then there would be no outlet for the North
River and its water would accumulate until it overflows its dikes
above and below Lupao. This would naturally cause the dikes
to break at some point and allow the water to rush out and flood
the whole country that is meant to be protected by these dikes.
The remedy for the North River is to reopen the main outlet
below Sainam and have the whole channel dredged deep from
Tsingyuen to the sea. Fortunately, in our improvement of the
navigation of the Canton Delta, we have to do the same thing; so
this one work will serve two purposes.

The remedy for the West River is that the shallow part just
at its junction with the sea between Wangkum and Sanchoo
Islands should be trained by walls on both sides — a long one on
the left, and a short one on the right — so as to concentrate the
current to cut the river bed here to a depth of twenty feet or
more. In this way, a uniform depth is secured, for after passing
the Moto Entrance the West River has an average depth of
20 to 30 feet right along its whole course through this
delta. With a uniform depth all the way to the sea, the
undercurrent will run quicker and drain off the flood water more
rapidly. Besides the deepening process, both shores should be
regulated so as to give a uniform width to the channel.
Midstream shoals and islands should be removed.

The East River Valley does not suffer so severely from
floods as those of the other two rivers, the West and the North,
and its remedy will be provided in the regulation of the river for
navigation. This will be dealt with in that connection.

Second, the problem of navigation in the Canton Delta in
connection with the three rivers. In dealing with this question
we commence with the West River. In former days the traffic
between the West River Valley and Canton always passed
through Fatshan and Samshui, a distance of about 35 miles. But
since the silting up of the Fatshan Channel below Sainam, the
traffic has to take a great detour by descending the Pearl River
southeastward as far as Fumen, then turn northwest into the

THE IMPROVEMENT OE THE WATERWAY SYSTEM 01' CANTON 59

Shawan Channel, then southeast into the Tamchow Channel, and
then west into the Tailiang Channel and south into the Junction
Channel and Mailing Reach. Here it enters into the West River
and runs a northwesterly direction up to Samshui Junction on
this river. The whole journey covers a distance of about 95
miles, which compared with the old route is longer by 60 miles.
The traffic between Canton and the West River Valley is very
great. At present there are many thousands of steam launches
plying between Canton city and the outlying districts, and more
than half of that number are carrying traffic to and fro on the
West River. Every boat has to run 95 miles on each trip whereas
if the channel between Samshui and Canton is improved, the
distance would be only 35 miles. What a great saving it will be !

In our project to improve the Canton Approach and Harbor,
I suggested the draining of a deep channel from the sea to
Whampoa and from W'hampoa to Tamchow Channel. W'e now
have to prolong this channel from its Tamchow Junction up to
Samshui Junction on the West River. This channel should be
made at least 20 feet deep so as to join the deeper water of the
West River above the Samshui Junction. And the same depth
should be maintained in the North River itself some distance
above Samshui, so as to give facility for the navigation of larger
vessels up the river when the whole wraterway is improved.

To improve the East River for navigation in the Canton
Delta we should concentrate the current of its estuaries into one
single outlet by using the right channel which joins the Pearl
River at Davids Island, thus deepening the channel as well as
shortening the distance between Canton and the East River
districts when the upper part of the river is improved.

Another improvement in the Canton Delta for navigation is
the opening of a straight canal between Canton city and
Kongmoon so as to shorten the passage of the heavy traffic
between this metropolis and the Szeyap districts. This canal
should begin by straightening the Chanchun Creek south of
Canton as far as Tsznai. Then crossing the Tamchow Channel

60 THE INTERNATIONAL DEVELOPMENT OE CHINA

it should enter into the Shuntuck Creek and follow this creek to
it? end emerging into the Shuntuck Branch at right angles.
From there, a new canal must be cut straight to the turn of the
Tailiang Channel near Yungki, then the canal should follow this
channel through Yellow Reach as far as the Junction Bend.
Here another new canal must be cut through to the Hoichow
Creek, then it should follow Kuchan Channel to the main channel
of the West River, and crossing it enter into the Kongmoon
Branch. Thus, a straight canal can be formed between Canton
and Kongmoon. In order to understand the improvement of the
Canton Delta more clearly see Maps XIV and XV.

Third, the problem of reclamation. A very profitable under-
taking in the Canton Delta is the reclamation of new land. This
process has been going on for centuries. Many thousands of
acres of new land are thus being added to cultivation from year
to year. But hitherto all the reclamation has been effected by
private enterprise only, and there are no regulations for it. So
s< 'inetimes this private enterprise causes great detriment to public
welfare such as blocking up navigable channels and causing floods.
A glaring case is the reclamation work just above the Moto
Islands, which blocks more than half of the Main Channel of the
West River. In the regulation of the West River, I propose to
cut this new land away. In order to protect the public welfare,
the reclamation work in this Delta must be taken up by the State
and the profits must go to defray the expenses of improving this
waterway system for navigation, as well as for the prevention of
floods. At present, the area that can be gradually reclaimed is
large in extent. On the left side of the Canton Estuary, the
available area is about 40 square miles, and on the right side,
>ut 140 square miles. On the estuaries of the West River
from Macao to Tongkvva Island, there is an available area of
about 200 square miles. Of the three hundred eighty square miles,
about one fourth would be ready for reclamation within the next
ten years. That is to say about 95 square miles could be reclaimed
and put to cultivation within a decade. As one square mile

MAP XN

~\ Kuei?iyao

^ s

AumH

A Canton

^SaiflCLTF

Qm^

;«ss^~

p»jM

*»

\K^2; ^lyl'i^

'\?etnc&oo . * r?

' %* Or, H£Mkon3

E^V
^

r *

H ~ci¥*

n *t is x * & at ig -

ft 2 3? Bt * W 7k

£+1

MAP XV

l> jfsamsfi

THE IMPROVEMENT OF THE WATERWAY SYSTEM OF CANTON 6l

contains 640 acres and one acre six mow, so 95 square miles will
be equal to 364,800 mow. As cultivated land in this part of China
generally costs more than fifty dollars a mow, so, if fifty dollars
be taken as the average rate, the value of these 364,800 mow
would amount to $18,240,000. This will help a great deal to
defray the expenses of improving the waterway for navigation
and for preventing floods in this Delta.

b. The West River

The West River is at present navigable for comparatively
large river steamers up to Wuchow, a distance of 220 miles by
water from Canton, and for small steamers up to Narming, a
distance of 500 miles from Canton, at all seasons. As for small
crafts, the West River is navigable in most of its branches, west
to the Yunnan frontier, north to Kweichow, northeast to Hunan
and the Yangtze Valley by the Shingan Canal.

In improving the West River for navigation I shall divide
the work into subsections as follows :

(1) From Samshui to Wuchow.

(2) From Wuchow to the junction of the Liukiang.

(3) Kweikiang or the North Branch of the West River

from Wuchow to Kweilin and beyond.

(4) The South Branch from Shunchow to .Vanning.

(1) From Samshui to Wuchow. This part of the West
River is generally deep and does not need much improvement for
vessels up to ten-foot draught excepting at a few points. The
midstream rocks should be blasted and removed and sand banks
and dilating parts should be regulated by submerged dikes to
secure a uniform channel and to make the velocity of the current
even, so that a stable fairway could be maintained all the year
round. The traffic of this river would be sufficiently great to pay
for all the improvements which we propose to make.

(2) From Wuchow to the Junction of the Liukiang. At this
junction, a river port should be built to connect the deep naviga-

62 THE INTERNATIONAL DEVELOPMENT OE CHINA

tion from the sea and the shallow navigation of Hungshui Kiang
and the Liukiang which penetrate the rich mineral districts of
Northwest Kwangsi and Southwest Kweichow. This port will
be about fifty miles from Shunchow which is the junction of the
Manning branch of the river. So here we have only to improve
a distance of fifty miles, for the improvement of the river
between Shunchow and Wuchow will be included in the plan for
the X aiming Port. Dams and locks would be necessary to make
this part of the river navigable for ten-foot draught vessels. But
these dams at the same time would serve the purpose of producing
water power.

(3) Kweikiang or the North Branch of the West River
from Wuchow to Kweilin and beyond. As Kweikiang is
-mailer, shallower and has more rapids along its course, so
its improvement will be more difficult than that of the other
parts of the waterway. But this will be a very profitable
proposition in this Southern waterway project, for this river
not only serves the purpose of transportation in this rich
territory but will also serve as a passage for through traffic
between the Yangtze and the West River valleys. The
improvement should commence from the junction at Wuchow
up to Kweilin, and thence upward to the Shingan Canal, then
downward to the Shang River, and thereby connecting with
the Yangtze River. A series of dams and locks should be
built for vessels to ascend to the inter-watershed canal and
another series should descend on the other side. The expenses
of building these two series of dams and locks could not be
estimated until accurate surveys are made. But I am sure this
project will be a paying one.

(4) From Shanchow to Xanning. This portion of the
Vuhkiang is navigable for small steamers up to Xanning, the
center of commerce in South Kwangsi. From Nanning small
crafts can navigate through the Yuhkiang as far as the east
border of Yunnan, and through Tsokiang as far as the north
border of Tongking. Jf this waterway be improved up to

THE IMPROVEMENT OE THE WATERWAY SYSTEM OE CANTON 63

Nanning, then it would be the nearest deep river port for the
rich mineral districts of the whole southwest corner of China,
which includes the whole province of Yunnan, a greater part of
Kweichow and half of Kwangsi. The immediate neighborhood
of Nanning is also very rich in minerals, such as antimony, tin,
iron, coal and also in agricultural products. So to make
Nanning the head of a deep water communication system will be
a paying proposition. To improve the waterway up to Nanning,
a few dams and locks along its course will have to be built for
vessels of ten-foot draught to go up as well as for water power.
The expense for this work cannot be estimated without detailed
surveys but it would probably be much less than the improvement
of Kweikiang from Wuchow to the Shingan Canal.

c. The North River

The North River from Samshui to Shiuchow is about 140
miles long. The greater part of its course is confined in the hilly
districts, but after it emerges out of the Tsingyuen Gorge it
comes into a wide, open country, which connects with the plain
of Canton. Here the dangerous floods occur most often. Since
the silting up of its proper outlet below Sainam, the North River
from that point up to the gorge has become shallower every year,
so the dikes at the left side, that is, on the side of the plain, often
break thus causing the inundation of the whole plain above
Canton. Thus the regulation of the river at this part has two
aspects to be considered: First, the prevention of floods and
second, the improvement for navigation. In dealing with the
first aspect nothing could be better than deepening the river by
dredging. In the improvement of the Canton Approach and
Harbor and also of the Canton Delta, we have to cut a deep
channel right from the deep sea up to Sainam. In the improve-
ment of the lower part of the North River, we have simply to
continue the cutting process higher up until we have a deep
channel, say 15 to 20 feet as far as the Tsingyuen Gorge,
either by artificial or natural means. By this deepening of the

64 Till-: INTERNATIONAL DEVELOPMENT OF CHINA

bottom of the river, the present height of the dikes will be quite
enough to protect the plains from being flooded.

In dealing with the second aspect, as we have already
deepened the part of the river from Sainam to the Tsingyuen
Gorge for flood prevention, we have at the same time solved the
navigation question. It has now only the upper part to be dealt
with. I propose to make this river navigable up to Shiuchow,
the center of commerce as well as the center of the coal and iron
fields of Northern Kwangtung. To improve the part above the
gorge for navigation, dams and locks should be built in one or
two places before a ten-foot draught vessel can ascend up to that
point. Although this river is parallel with the Hankow-Canton
Railway, yet if the coal and iron fields of Shiuchow are properly
developed, a deep waterway will still be needed for cheap
transportation of such heavy freight as iron and coal to the coast.
So to build dams for water power and to construct locks for
navigation in this river will be a profitable undertaking as well as
a necessary condition for the development of this part of the
country.

d. The East River

The East River is navigable for shallow crafts up to Laolung
Sze, a distance of about 170 miles from the estuary at the lower
point of Davids Island near Whampoa. Along its upper course,
rich iron and coal deposits are found. Iron has been mined here
since time immemorial. At present most of the utensils used in
this province are manufactured from the iron mined. So to make
a deep navigable waterway up to these iron and coal fields will be
most remunerative.

To improve the East River for navigation as well as for
flood prevention, I propose to start the work at the lower point
of Davids Island as stated in the improvement of the Canton
Approach. From here, a deep channel should be dredged up to
Suntang, and a mile above that point a new channel should be
opened in the direction of Tungkun city, by connecting the various

THE SOUTHWESTERN RAILWAY SYSTEM 65

arms of water between these two places and joining the left
branch of the East River immediately above Tungkun city. All
other channels leading from this new channel to the Pearl River
should be closed up to normal water level so as to make these
closed-up channels serve as flood outlets in rainy seasons. Thus
by blocking up the rest of the estuaries of the East River, all the
water would form one strong current which will dredge the river
bottom deeper, and maintain the depth permanently. The body
of the river should be trained to a uniform width right along its
course up to tidal point, and above this point, the river should be
narrowed in proportion to its volume of water. Thus the whole
river would dredge itself deep far up above Waichow city. The
railway bridge at the south side of Shelung should be made a
turning bridge so as to permit large steamers to pass through it.
Some sharp turns of the river should be reduced to gentle curves
and midstream obstacles should be removed. The portion of
the river above Waichow should be provided with dams and locks
so as to enable ten-foot draught vessels to ascend as near as
possible to the iron and coal fields in the valley.

PART in.

The Construction of the Southwestern Railway-
System of China

The southwestern part of China comprises Szechwan, the
largest and richest province of China Proper, Yunnan, the second
largest province, Kwangsi and Kweichow which are rich in
mineral resources, and a part of Hunan and Kwangtung. It has
an area of 600,000 square miles, and a population of over
100,000,000. This large and populous part of China is almost
untouched by railways, except a French line of narrow gauge
from Laokay to Yunnanfu, covering a distance of 290 miles.

There are great possibilities for railway development in this
part of the country. A network of lines should radiate fan-like
from Canton as pivot to connect every important city and rich

66 THE INTERNATIONAL DEVELOPMENT OF CHINA

mineral field with the Great Southern Port. The construction
of railways in this part of China is not only needed for the
development of Canton but also is essential for the prosperity of
all the southwestern provinces. With the construction of railways
rich mines of various kinds could be developed and cities and
towns could be built along the lines. Developed lands are still
very cheap and undeveloped lands and those with mining
possibilities cost almost next to nothing even though not state
owned. So if all the future city sites and mining lands be taken
up by the government before railway construction is started, the
profit would be enormous. Thus no matter how large a sum is
invested in railway construction, the payment of its interest and
principal will be assured. Besides, the development of Canton
as a world port is entirely dependent upon this system of railways.
If there be no such network of railways traversing the length
and breadth of the southwestern section of China, Canton could
not be developed up to our expectations.

The southwestern section of China is very mountainous,
except the Canton and Chengtu plains, which have an area of
from 3,000 to 4,000 square miles each. The rest of the country
is made up almost entirely of hills and valleys with more or less
open space here and there. The mountains in the eastern part
of this section are seldom over 3,000 feet high but those near the
Tibetan frontier generally have an altitude of 10,000 feet or more.
The engineering difficulties in building these railways are much
greater than those of the northwestern plain. Many tunnels and
loops will have to be constructed and so the construction
costs of the railway per mile will be greater than in other parts
of China.

With Canton as the terminus of this system of railroads, 1
] propose that the following lines be constructed :

a. The Canton-Chungking line via Hunan.

b. The Canton-Chungking line via Hunan and Kweichow.

c. The Canton-Chcngtu line via Kweilin and Luchow.

THE SOUTHWESTERN RAILWAY SYSTEM 67

d. The Canton-Chengtu line via Wuchow and Suifu.

e. The Canton-Vunnanfu-Tali-Tengyueh line ending at the
Burma border.

f. The Canton-Szemao line.

g. The Canton- Yamchow line ending at Tunghing, on the
Annam border.

a. The Canton-Chungking Line via Hunan

This line will start from Canton and follow the same
direction as the Canton-Hankow line as far as the junction of the
Linkiang with the North River. From that point the railroad turns
into the valley of Linkiang, and follows the course of the river
upward above the city of Linchow. There it crosses the watershed
between the Linkiang and the Taokiang and proceeds to Taochow,
Hunan. Thence it follows the Taokiang to Yungchow, Paoking,
Sinhwa, and Shenchow, and up to Peiho across the boundary of
Hunan into Szechwan by Yuyang. From Yuyang the line
proceeds across the mountain to Nanchuen, thence to Chungking
after crossing the Yangtse. This railway which has a total length
of about 900 miles passes through a rich mineral and agricultural
country. In the Linchow district north of Kwangtung, rich coal,
antimony, and wolfram deposits are found ; in southwestern
Hunan, tin, antimony, coal, iron, copper and silver; and at
Yuyang, east of Szechwan, antimony and quicksilver. Among
agricultural products found along this line we may mention sugar,
ground-nuts, hemp, tung oil, tea, cotton, tobacco, silk, grains, etc.
There is also an abundance of timber, bamboo and various kinds
of forest products.

b. The Canton-Chungking Line via Hunan and Kweichow

This line is about 800 miles in length, but as it runs in the
same track with line (a) from Canton to Taochow, a distance of
about 250 miles, it leaves only 550 miles to be accounted for.
This line, therefore, actually begins at Taochow, Hunan, and

68 THE INTERNATIONAL DEVELOPMENT OF CHINA

goes through the northeastern corner of Kwangsi passing by
Chuanchow, and then through the southwestern corner of Hunan
passing by Chengpu and Tsingchow. Thence it enters into
Kweichow by Sankiang and Tsingkiang and crosses a range of
hill to Chengyuan. From Chengyuan this line has to cross the
watershed between Yuan Kiang and Wukiang to Tsunyi. From
Tsunyi it will follow the trade route which leads to Kikiang and
then crosses the Yangtse by the same bridge as line (a) to
Chungking. This railway will also pass through rich mineral
and timber districts.

c. The Canton-Chengtu Line via Kweilin and Luchow

This line is about 1,000 miles long. It runs from Canton
directly west to Samshui, where it crosses the North River to the
mouth of Suikong. Then, it ascends the valley of the same
name to Szewui and Kwongning. Next, it enters into Kwangsi
at Waisap, thence to Hohsien and Pinglo. From there it follows
the course of the Kweikiang up to Kweilin. Thus the rich iron
and coal fields that lie between these two provincial capitals,
Canton and Kweilin, will be tapped. From Kweilin the road
turns west to Yungning and then proceeds to follow the Liukiang
valley into Kweichow province at Kuchovv. From Kuchow it
goes to Tukiang and Pachai and following the same valley it
crosses a range of hills into Pingyueh, thence it goes across the
Yuankiang watershed into the Wukiang valley at Wengan and
Yoscjen. From Yosejen it follows the trade route through
Luipien hills to Jenhwai, Chishui, and Nachi. Then it crosses
the Yangtzekiang to Luchow. From Luchow, it runs through
Lungchang, Xeikiang, Tzechow, Tseyang and Kienchow to
Chcngtu. The last part of the line traverses very rich and
populous districts of the famous Red Hasin of Szechwan province.
The middle portion of this line between Kweilin and Luchow lies
in a very rich mineral country which possesses great possibilities
for further development. This line will open up a thinly populated
part fur the crowded districts at both ends of the line.

THE SOUTHWESTERN RAILWAY SYSTEM 69

d. The Canton-Chengtu Line via Wuchow and Suifu

Tins line is about 1,200 miles in distance. It commences at
the west end of the Samshui bridge which crosses the North
River at that point for line (c), and following the left bank of
the West River enters the Shiuhing Gorge to the Shinning city.
It passes Takhing, Wuchow, and Tahwang along the same bank.
While the river here turns southwestwards the line turns north-
westwards to Siangchow and then crosses Liukiang to Liuchow
and Kingyuan. Then it goes to Szegenhsien and across the
Kwangsi and Kweichow border to Tushan and Tuyun. From
Tuyun the line turns more westerly to Kweiyang, the capital of
Kweichow Province. Next, it proceeds to Kiensi and Tating
and then leaving the Kweichow border at Pichieh it enters
Yunnan at Chenhiung. Turning northward to Lohsintu and
crossing the Szechwan border at that point, it proceeds to Suifu.
From Suifu the road follows the course of the Minkiang, passes
by Kiating and enters the Chengtu plain to Chengtu, the capital
of Szechwan. This line runs from one densely populated district
to another and passes through a wide strip of thinly populated
and undeveloped country in the middle. Along its course many
rich iron and coal fields, silver, tin, antimony, and other valuable
metal deposits are found.

e. The Canton-Yunnanfu-Tali-Tengyueh Line

This line is about 1,300 miles in length from Canton to the
Burma border at Tengyueh. The first 300 miles of the line from
Canton to Tahwang will be the same as line (d). From the
Tahwang junction this line branches oft" to Wusuan and following
in a general way the course of the Hungshui Kiang passes
through Tsienkiang and Tunglan. Then it cuts across the
southwestern corner of Kweichow province passing by Sinyihsien
and thence enters Yunnan province at looping and by way of
Luliang to Yunnanfu, the capital of the province. From
Yunnanfu this line runs through Tsuyung to Tali, then turns

yo THE INTERNATIONAL DEVELOPMENT OF CHINA

southwestwards to Yungchang and Tengyueh ending at the
Burma border.

At Tunglan, near the Kweichow border in Kwangsi, a branch
line of about 4C0 miles should be projected. This line should
follow the Pepan Kiang valley, up to Kotuho, and Weining.
Thence it enters Yunnan at Chaotung, and crosses the Yangtze
River at Ilokeow, where it enters Szechwan. Crossing the
Taliang mountain, it goes to Xingyuan. This branch line taps
the famous copper field between Chaotung and Xingyuan, the
richest of its kind in China.

The main line running through the length of Kwangsi and
Yunnan from east to west, will be of international importance,
for at the frontier it will join the Rangoon Bhamo line of the
Burmese Railway System. It will be the shortest road from
India to China. It will bring the two populous countries nearer
to each other than now. By the new way the journey can be
made in a few days, whereas by the present sea-route it takes as
many week.-.

f. The Canton-Szemao Line

This line to the border of Burma is about 1,100 miles long.
It starts from south of Canton, passes Fatshan, Kunshan, and
crosses the West River from Taipinghii to Samchowhii. Thence
it proceeds to Koming, Sinhing, and Loting. After passing
Loting it crosses the Kwangsi border at Pingho, and proceeds to
Junghsien and then westward, crossing the Yukiang branch of
the West River, to Kweihsien. Thence it runs north of Yukiang
to Xanning. At Xanning a branch line of 120 miles should be
projected. Following the course of the Tsokiang it goes to
Lungchow where it turns southward to Chennankwan on the
Tongking border to join the French line at that point. The main
line from Xanning proceeds in the same course as the upper
Yukiang to Poseh. Then it crosses the border into Yunnan at
Poyai, and by way of Pamen, Koukan, Tungtu and Putsitang
to Amichow, where it crosses the French Laokay- Yunnan line.

THE SOUTHWESTERN RAILWAY SYSTEM 71

From Amichow it proceeds to Linanfu, Shihping and Yuankiang
where it crosses the river of the same name. Thence it passes
through Talang, Puerhfu and Szemao and finally ends at the
border of Burma near the Mekong River. This line taps the
rich tin, silver, and antimony deposits of south Yunnan and
Kwangsi, while rich iron and coal fields are found right along
the whole line. Gold, copper, mercury, and lead are also found
in many places. As regards agricultural products, rice and
groundnuts are found in great abundance, also camphor, cassia,
sugar, tobacco, and various kinds of fruits.

g. The Canton-Yamchow Line

This line is about 400 miles long measuring from the west
end of the Sikiang bridge. Starting from Canton it runs on the
tracks of line (f) as far as the farther side of the bridge over
the West River. Thence it branches off to the southwest to
Hoiping and Yanping, and by way of Yeungchun to Kochow and
Fachow. At Fachow, a branch line of 100 miles should be
projected to Suikai, Luichow and Haian on the Hainan Straits
where, by means of a ferry, it connects with Hainan Island.
The mainline continues from Fachow westward to Sheshing,
Limchow, Yamchow and ends on the Annam border at Tunghing,
where it may connect with a French line to Haiphong. This line
is entirely within the Kwangtung province. It passes through a
very populous and productive country. Coal and iron are found
along the whole line while gold and antimony, in some parts.
Agricultural products, as sugar, silk, camphor, ramie, indigo,
groundnuts, and various kinds of fruits are raised here.

The total length of this system as outlined above is about
6,700 miles. In addition there will be two connecting lines
between Chengtu and Chungking; another from east of Tsunyi
on line (b) southward to Wengan on line (c) ; another from
Pingyueh on line (c) to Tuyun on line (d) ; another from the
border of Kweichow on line (d) through Nantan and Noti to
Tunglan on line (e), thence through Szecheng to Poseh on line

72 THE INTERNATIONAL DEVELOPMENT OF CHINA

(f). These connecting lines total about 600 miles. So the grand
total will be about 7,300 miles.

This system will be intersected by three lines. First, the
existing French line from Laokay to Vunnanfu with a projected
line from Vunnanfu to Chungking crosses line (f ) at Amichow.
line (e) at Weining, line (d) at Suifu, line (c) at Luchow, and
meets lines (a) and (b) at Chungking. Second, the projected
British line from Shasi to Sinyi crosses line (a) at Shenchow,
line (b) at Chenyuen, line (c) at Pingyueh, line (d) at Kweiyang
and a branch of line (e) at a point west of Yungning. Third, the
projected American line from Chuchow to Yamchow crosses line
ta) at Yungchow, line (b) at Chuanchow, line (c) at Kweilin,
line ( d) at Liuchow, line (e) at Tsienkiang, line (f) at Xanning,
and meets line (g) at Yamchow. Thus, if this system and the
three projected French, Uritish, and American lines are completed,
Southwestern China would be well provided with railway
communications.

All these lines will run through the length and breadth of a
vast mineral country, in which most of the essential and valuable
metals of the world are found. There is no place in the world
which possesses as here so many varieties of rare metals, such as
wolfram, tin, antimony, silver, gold, and platinum and at the
same time so richly provided with the common but essential
metals, such as copper, lead, and iron. Furthermore, almost every
district in this region is abundantly provided with coal, so much
so that there is a common saying: "Mu mei pu lih cheng," that
is, "Nobody would build a city where there is no coal under-
neath." The idea was that in case of a siege those within the
city might obtain fuel from under the ground. In Szechwan,
petroleum and natural gas are also found in abundance.

Thus, we see that this Southwestern Railway System for the
development of mineral resources in the mountainous regions of
Southwestern China is just as important as the Northwestern
Railway System is for the development of agricultural resources
in the vast prairies of Mongolia and Turkestan. These railway

THE CONSTRUCTION OF COAST PORTS AND PISHING HARBORS 7$

systems are a necessity to the Chinese people and a very profitable
undertaking to foreign capitalists. They are of about equal
length, viz. — about 7,000 miles. The cost per mile of the
Southwestern system will be at least twice that of the North-
western System, but the remuneration from the development
of mineral resources will be many times that from the development
of agricultural resource.

PART IV.

The Construction of Coast Ports and Fishing Harbors

After planning the three world ports on the coast of China,
it is time for me to go on and deal with the development of
second and third class seaports and fishing harbors along the
whole coast in order to complete a system of seaports for China.
Recently, my projected plan of the Great Northern Port was so
enthusiastically received by the people of Chihli Province that the
Provincial Assembly has approved the project and decided to
carry it out at once as a provincial undertaking. For this object,
a loan of $40,000,000 has been voted. This is an encouraging
sign and doubtless the other projects will be taken up sooner or
later by either the provinces or the Central Government, when
the people begin to realize their necessity. 1 propose that four
second class seaports and nine third class seaports and numerous
fishing harbors should be constructed.

The four second class seaports will be arranged so as to be
placed in the following manner : one on the extreme north, one
on the extreme south, and the other two midway between the
three great world portB.

I shall deal with them according to the order of their future
importance as follows:

a. Yingkow.

b. Haichow.

c. Foochow.

d. Yamchow.

74 1HK INTERNATIONAL DEVELOPMENT OF CHINA

a. Yingkow

Yingkow is situated at tlie head of the Liaotung Gulf and
was once the only seaport of Manchuria. Since the improvement
of Talien as a seaport, the trade of Yingkow has dwindled and
lost half of its former business. As a seaport, Yingkow has two
disadvantages, first, the shallowness of its approach from the sea
and second, the blocking up by ice for several months in winter.
Its only advantage over Talien is that it is situated at the mouth
of the Liaoho and has inland water communication throughout
the Liao valley in south Manchuria. The half of the former
trade that it still holds at present against Talien is entirely due to
the inland water facility. To make Yingkow outmatch Talien
again in the future and become first in importance after the three
great world ports, we must improve its inland water communica-
tion, as well as deepen its approach from the sea. In regard to
the improvement of the approach work similar to the improvement
of the Canton Approach should be adopted. Besides the
construction of a deep channel, about twenty feet in depth,
reclamation work should be carried out at the same time. For,
the shallow and extensive swamp at the head of the Liaotung
Gulf could be turned into rice-producing land from which great
profit could be derived. Regarding the inland water communica-
tion, not only the water system in the Liao valley but also the
Sungari and the Amur Systems have to be improved. The most
important work is the construction of a canal to connect these
systems and this I shall now discuss in the next paragraph.

The Liaoho-Sungari Canal is the most important factor in
the future prosperity of Yingkow. It is by this canal only that
this port can be made the most important of the second class
seaports in China and further the vast forest lands, the virgin
soil and the rich mineral resources of Xorth Manchuria can be
connected by water communication with Yingkow. So this canal
\- all important for Yingkow, without which Yingkow as a
seaport could at most hold her present position, a town of

THE CONSTRUCTION OF COAST PORTS AND FISHING HARBORS 75

60,000 to 70,000 inhabitants and an annual trade of $30,000,000
to $40,000,000 only and could never gain a place as the first of
the second class seaports in China. This canal can be cut either
south of Hwaiteh in a line parallel to the South Manchurian
Railway between Fan Kia Tun and Sze Tung Shan, a distance
of less than ten miles, or, north of Hwaiteh in a line between
Tsing-shan-pao and Kaw-shan-tun, a distance of about fifteen
miles. In the former case the canal is shorter but it makes the
waterway as a whole longer, while in the latter case, the canal is
about twice as long but it makes the waterway as a whole shorter
between the two systems. In either line, there are no impassable
physical obstacles. Iloth lines are on the plain but the elevation
of the one may be higher than that of the other, which is the only
factor that will determine the choice between the two. If this
canal is constructed, then the rich provinces of Kirin and
Heilungkiang and a portion of Outer Mongolia will be brought
within direct water communication with China Proper. At
present, all water traffic has to go by way of the Russian Lower
Amur, then round a great detour of the Japan Sea before
reaching China Proper. This canal will not only be a great
necessity to Yingkow as a seaport, but will also have a great
bearing on the whole Chinese nation economically and politically.
With the Liaoho-Sungari Canal completed Yingkow will be the
grand terminus of the inland waterway system of all Manchuria
and Northeastern Mongolia; and with the approach from the
sea deepened it will also be a seaport next in importance only to
the three first class world ports.

b. Haichow

Haichow is situated on the eastern edge of the central plain
of China. This plain is one of the most extensive and fertile
areas on earth. As a seaport, Haichow is midway between the
two great world ports along the coast line, namely the Great
Northern and the Great Eastern Ports. It has been made as the
terminus of the Hailan railway, the trunk line of central China

76 THE INTERNATIONAL DEVELOPMENT OF CHINA

from east to west. Haichow also possesses the facility of inland
water communication. If the Grand Canal and the other water-
way systems are improved, it will be connected with the Hoangho
Valley in North China, the Vangtse Valley in Central China, and
the Sikiang Valley in South China. Its deep sea approach is
comparatively good, being the only spot along the 250 miles of
the North Kiangsu coast that could be reached by ocean steamers
to within a few miles of the shore. To make Haichow a seaport
for 20 feet draught vessels, the approach has to be dredged for
many miles from the mouth of the river before the four fathom
line could be reached. Although possessing better advantages
than Vingkow, in being ice free, Haichow, as a second class
seaport, has to be content to take a second place after Yingkow,
because she does not have as vast a hinterland as Yingkow,
nor such a monopolistic position in regard to inland water
communication.

c. Foochow

Foochow, the capital of Fukien Province, ranks third among
our second class seaports. Foochow is already a very large city,
its inhabitants being nearly a million. Jt is situated at the lower
reach of the Min River, about 30 miles from the sea. The
hinterland of this port is confined to the Min Valley with an area
1 -i about 30,000 square miles. The territory beyond this valley
will be commanded by other coast or river ports, so the area
commanded by this port is much smaller than that by Haichow.
Consequently, it could be given only the third place in the category
of second class seaports. The Foochow approach from the Outer
Bar to Kinpci Entrance is very shallow. After this Entrance is
passed, the river is confined on both sides by high hills and be-
comes narrow and deep right up to Pagoda Anchorage.

I propose that a new port should be constructed at the lower
part of Xantai Island. For here land is cheap and there will be
plenty of room for modern improvement. A locked basin for
-hipping could be constructed at the lower point of Xantai

THE CONSTRUCTION OF COAST POUTS AND FISHING HARBORS 77

Island, just above Pagoda Anchorage. The left branch of the
Min River above Foochow City should be blocked up so as to
concentrate the current to flush the harbor at the south side of
Nantai. The blocked-up channel on the north side of that island
should be left to be reclaimed by natural process or may be used
as a tidal basin to flush the channel below Pagoda Anchorage, if
it is found necessary. The upper Min River must be improved as
far as possible for inland water traffic. Its lower reach from
Pagoda Anchorage to the sea must be trained and regulated to
secure a through channel of 30 feet or more to the open sea.
Thus Foochow could also be made a calling port for ocean liners
that ply between the world ports.

d. Yamchow

Yamchow is situated at the head of Tongking Gulf in the
extreme south of the China Coast. This city is about 400 miles
west of Canton — the Great Southern Port. All the districts
lying west of Yamchow will find their way to the sea by this port
400 miles shorter than by Canton. As sea transportation is
commonly known to be twenty times cheaper than rail trans-
portation, the shortening of a distance of 400 miles to the sea
means a great deal economically to the provinces of Szechuan,
Yunnan, Kweichow, and a part of Kwangsi. Although Xanning,
an inland water port, lying northwest of Yamchow, is much
nearer to the hinterland than Yamchow, yet it could not serve
this hinterland as a seaport. So all the direct import and export
trade will find Yamchow the cheapest shipping stage.

To improve Yamchow as a seaport the Lungmen River
should be regulated in order to secure a deep channel to the city,
and the estuary should be deepened by dredging and training to
provide a good approach to the port. This port has been selected
as the terminus of the Chuchow Yamchow Railway (Chu-Kin
line) which will run from Hunan through Kwangsi into Kwang-
tung. Although the hinterland of this port is much larger than
that of Foochow, yet I still rank it after that city because the

J"8 THE INTERNATIONAL DEVELOPMENT OF CHINA

area commanded by it is also commanded by Canton, the southern
world port, and by Xanning, the river port, and so all internal as
well as indirect import and export trade must go to the other two
ports. It is only the direct foreign trade that will use Yarachow.
Thus, in spite of its extensive hinterland it is very improbable
that it could outmatch Foochow in the future as a second-class
port.

Besides the three great world ports, and the four second-
class ports, I propose to construct nine third-class ports along the
China coast, from north to south, as follows :

a. Ilulutao. d. Xingpo. g. Swatow.

b. Hoangho Port. e. Wenchow. h. Tienpak.

c. Chefoo. f. Amoy. i. Hoihou.

a. Hulutao

Hululao is an ice-free and deep-water port, situated on the
west side of the head of Liaotung Gulf, about 60 miles from
Yingkow. As a winter port for Manchuria, it is in a more
advantageous position than Talien for it is about 200 miles
shorter by rail to the sea than the latter and is on the edge of a
rich coal held. When this coal field and the surrounding mineral
resources are developed, Hulutao will become the first of the
third-class ports and a good outlet for Jehol and Eastern Mon-
golia. This port may be projected as an alternative to Yingkow,
as the sole port of Manchuria and Eastern Mongolia, if a canal
could be constructed to connect it with the Liaoho. It is only by
inland water communication that Yinkow could be made the
important port of Manchuria in the future and it will be the
same in the case of Hulutao. So if inland water communication
could be secured for Hulutao it will entirely displace Yinkow. If
it is found to be economically cheaper in the long run to construct
a Hulutao-Liaoho Canal than to construct a deep harbor at
Yingkow, the Hulutao harbor will have to be placed on the north-
west side of the peninsula instead of on the southwest as at

THE CONSTRUCTION OF COAST PORTS AND FISHING HARBORS ~g

present projected. For the present site lias not enough room for
anchorage without building an extensive breakwater into the
deep sea, which will be a very expensive work. Furthermore,
there would not be room enough for city planning on the narrow
peninsula, whereas on the other side, the city could be built on
the mainland with unlimited space for its development.

I suggest that a sea wall be built from the northern point of
Lienshanwan to the northern point of Ilulutao to close up the
Lienshan Bay and make it into a closed harbor, and an entrance
be opened in the neck of Hulutao to the south side where deep
water is found. This closed harbor will be over 10 square miles
in extent but only some parts need to be dredged to the required
depth at present. On the north side of the harbor, another
entrance into the neighboring bay should be left open between the
sea wall and the shore, and another breakwater should be built
across the next bay. From there, a canal should be constructed
either by cutting into the shore or by building a wall parallel with
the coast line until it reaches the lowland from where a canal
should be cut to connect with the Liaoho. If a canal is thus
constructed for Hulutao, then it will at once take the place of
Yingkow and become the first of the second-class ports.

b. The Hoangho Port

The Hoangho Port will be situated at the estuary of the
Hoangho on the southern side of the Gulf of Pechihli, about 80 miles
from our Great Northern Port. When the Hoangho regulation
is completed its estuary will be approachable by ocean steamers,
and a seaport will naturally spring up there. As it commands
a considerable part of the northern plain in the provinces of
Shantung, Chihli, and Honan and possesses the facility of inland
water communication, this port is bound to become an important
third-class port.

c. Chef 00

Chefoo is an old treaty port situated on the northern side of
the Shantung Peninsula. Once it was the only ice-free port in

SO THE INTERNATIONAL DEVELOPMENT OF CHINA

the whole of Xorth China. Since the development of Talien in
the north and the development of Tsingtau in the south its trade
has dwindled considerably. As a seaport, it will undoubted'}'
hold its own when the railroads in the Shantung Peninsula are
developed, and the artilicial harbor is completed.

d. Ningpo

Xingpo is also an old treaty port, situated on a small river,
the Yungkiang, in the eastern part of Chekiang province. It has
a good approach, deep water reaching right up to the estuary of
the river. The harbor can be easily improved by simply training
and straightening two bends along its course up to the city.
Xingpo commands a very small but rich hinterland. Its people
are very enterprising, and are famed for their workmanship and
handicrafts second only to those of Canton. Thus Ningpo is
bound to become a manufacturing city when China is industrially
developed. But owing to the proximity of the Great Eastern
Port, Ningpo will not likely have much import and export
trade directly with foreign countries. Most of its trade will be
carried on with the Great Eastern Port. So a moderate harbor
for local and coast-wise traffic will be quite sufficient for Xingpo.

e. Wenchow

Wenchow is situated near the mouth of the Wukiang in south
Chekiang. This seaport has a wider hinterland than Xingpo, its
surrounding districts being very productive. If railroads are
developed it will undoubtedly command considerable local trade.
At present the harbor is very shallow, unapproachable by even
moderate-sized coastal steamers. I suggest that a new harbor at
Panshiwei, north of Wenchow Island be constructed. For this
purpose, a dike should be built between the northern bank and
the head of Wenchow Island to block up the river entirely on the
northern side of that island leaving only a lock entrance. The
Wukiang should be led through the channel on the south side of
the island for the purpose of reclaiming the vast expanse of the

Till?, CONSTRUCTION Of COAST PORTS AND PISHING HARBORS 8l

near-by shallows as well as for draining the upper stream. The
approach from the southern side of Hutau Island to the port
should be dredged. On the right side of the approach, a wall
should be built in the shallow between Wenchow Island and Miau
Island and in the shallows between Miau Island and Sanpam
Island so as to form a continuous wall to prevent the silt of Wu-
kiang from entering into the approach. Thus a permanent deep
channel will be secured for the new port of Wenchow.

f. Amoy

Amoy, an old treaty port, is situated on the island of Siming.
It has a great, deep, and fine harbor, commanding a considerable
hinterland in southern Fukien and Kiangsi, very rich in coal and
iron deposits. This port carries on a busy trade with the Malay
Archipelago and the Southeastern Asian Peninsula. Most of the
Chinese residents in the southern islands, Annam, Burma, Siam,
and the Malay States are from the neighborhood of Amoy. So
the passenger traffic between Amoy and the southern colonies is
very great. If railways are developed to tap the rich iron and
coal fields in the hinterland, Amoy is bound to develop into a
much larger seaport than it is at present. I suggest that a modern
port be constructed on the west side of the harbor to act as an
outlet for the rich mineral fields of southern Fukien and Kiangsi.
This port should be equipped with modern plants in order to
connect land and sea transportation together.

g. Swatow

Swatow is situated at the mouth of the Hankiang at the
extreme east of Kwangtung. In relation to emigration, Swatow
is much similar to Amoy, for it also supplies a great number of
colonists to southeastern Asia and the Malay Archipelago. So its
passenger traffic with the south is just as busy as Amoy. As a
seaport Swatow is far inferior to Amoy, on account of its shallow
approach. But in regard to inland water communication, Swatow
is in] a better position as the Hankiang is navigable for many

Sj the international development oe china

hundreds of miles inland by shallow crafts. The country around
Swatow is very productive agriculturally, being second only to
the Canton Delta along the Southern seaboard. In the upper
reaches of the Hankiang there are very rich iron and coal deposits.
The approach to the port of Swatow can be improved easily by a
little training and dredging, thus making it a fine local port.

h. Tienpak

Tienpak is situated at a point on the coast of Kwangtung
province between the estuary of the West River and the island of
Hainan. Its surrounding districts are rich in agricultural products
and mineral deposits. So a shipping port in this part is quite
necessary. Tienpak can be made into a fine harbor by entirely
walling in the bay from its west side and by opening a new en-
trance into the deep water in the neck of the peninsula southeast of
the bay. Thus a good approach could be secured. The harbor is
very wide but only a part need be dredged for large vessels and
the rest of the space could be used by fishing boats and other
shallow crafts.

i. Hoihou

Hoihou is situated on the north side of Hainan Island on the
strait of the same name, opposite Haian on the Luichow
Peninsula. Hoihou is a treaty port, similar to Amoy and
Swatow, supplying a great number of colonists to the south ;
J fainan is a very rich but undeveloped island. Only the land along
the coast is cultivated, the central part being still covered by
thick forests and inhabited by aborigines, and it is very rich in
mineral deposits. When the whole island is fully developed, the
port of Hoihou will be a busy harbor for export and import
traffic. The harbor of Hoihou is very shallow, and so even small
vessels have to anchor miles away in the roadstead outside.
This is very inconvenient for passengers and cargoes, so the
improvement of the Hoihou harbor is a necessity. Furthermore
this harbor will be the ferry point between this island and the

THE CONSTRUCTION Ob' COAST PORTS AND FISHING HARBORS 83

mainland for railway traffic when the railway systems of the
mainland and the island are completed.

Fishing Harbors

As regards fishing harbors all our first-, second-, and third-
class ports must also furnish facilities and accommodations for
fishery. Thus all of these, i. e., three first-class ports, four
second-class ports, and nine third-class ports, will be fishing
harbors as well. But besides these sixteen ports there is still
room and need to construct more fishing harbors along the coast
of China. I propose, therefore, that fixe fishing harbors be
constructed along the northern coast, that is, along the coast of
Fengtien, Chihli, and Shantung, as follows :

(1) Antung, on Yalu River, on the border of Korea.

(2) Haiyangtao, on the Yalu Bay, south of Liaotung
Peninsula.

(3) Chinwangtao, on the coast of Chihli, between the Liao-
tung and Pechihli gulfs, the present ice-free port of Chihli province.

(4) Lungkau, on the northwestern side of Shantung
Peninsula.

(5) Shitauwan, at the southeastern point of the Shantung
Peninsula.

Six fishing harbors should be constructed along the eastern
coast, that is, along the coasts of Kiangsu, Chekiang, and Fukien,
as follows:

(6) Shiny angkang, on the eastern coast of Kiangsu, south
of the old mouth of the Hoangho.

(7) Luszekang, at the northern point of the Yangtze
Estuary.

(8) Changtukang, in the midst of Chusan Archipelago.

(9) Shipu, north of Sanmen Bay, east of Chekiang.

(10) Funing, between Foochow and Wenchow, east of
Fukien.

(11) Meichow Harbor, north of Meichow Island, between
Foochow and Amoy.

84 THE INTERNATIONAL DEVELOPMENT OF CHINA

Four fishing harbors should be constructed on the southern
coast, that is, along the seaboard of Kwangtung and Hainan
Island, as follows :

(12) Sanmei, on the eastern coast of Kwangtung, between
Hongkong and Swatow.

(13) Sikiang Mouth. This harbor should be on the
northern side of Wangkum Island. When the Sikiang Mouth is
regulated, the Wangkum Island will be connected with the
mainland by a sea wall, so a good harbor site could thus be
provided.

(14) Haian, situated at the end of the Luichow Peninsula
opposite to Hoihou, on the other side of Hainan Strait.

( 15 ) Yulinkiang, a fine natural harbor at the extreme south
of the Hainan Island.

These fifteen fishing harbors with the greater ports, numbering
31 in all, will link up the whole coast line of China from Antung,
on the Korean border to Yamchow, near the Annam border,
providing, on an average, a port for every 100 miles of coast line.
This completes my project of seaports and fishing harbors
E China.

At first sight objections might be raised that too many
seaports and fishing harbors are provided for one country. But
1 must remind my readers that this one country, China, is as
big as Europe and has a population larger than that of Europe. If
we take a similar length of the coast line of western Europe we
would see that there are many more ports in Europe than in
China. Besides, the coast line of Europe is many times longer
than that of China, and in every hundred miles of the European
coast line there are more than one considerable-sized port. Take
Holland, for instance. Its whole area is not larger than the
hinterland of Swatow, one of our third-class seaports, yet it
possesses two first-class ports, Amsterdam and Rotterdam, and
numerous small fishing ports. Let us also compa:e our country
with the United States of America in regard to seaports.
America has only one fourth the population of China yet the

MAP m 1A + %

First CI ass Port

5g ^ s&

® SecowdClasxPort

® rhirdClassPort
# H 3r «

® fvreiorv Occupied Port

$ a $

<i>Anticng *%%

(Z)/Jaiyart(ft(io % *¥ E

{^Chpfurtvn^iuo Hg
(^ ) Z£* n J feci u f|Q
i&ShitasUtran ^ % ^

{T)Lusz&M<zna g gg jg

' GreaiSouthemP. wAmoy/ f

HaichoMrgs

G/raif Eastern P.

(JO)

ycimchoM-

^Hoihou a ft

THE ESTABLISHMENT OF SHIPBUILDING YARDS 85

number of ports on her Atlantic coast alone is many times more
than the number provided in my plan. Thus, this number of
ports for China for the future is but a bare necessity. And T
have considered only those that will pay from the beginning so as
to adhere strictly to the principle of remuneration that was laid
down at the outset of my first program. See map XVI.

PART V.

The Establishment of Shipbuilding Yards

When China is well developed according to my programs,
the possession of an oversea mercantile fleet, of ships for coastal
and inland water transportation, and of a large fishing fleet will
be an urgent necessity. Before the outbreak of the late World
War, the world's seagoing tonnage was 45,000,000 tons. If China
is equally developed industrially, according to the proportion of
her population, she would need at least 10,000,000 tons of over-
sea and coastal shipping for her transportation service. The
building of this tonnage must be a part of our industrial develop-
ment scheme. For cheap materials and labor can be obtained in
the country, and so we could build ships for ourselves much
cheaper than any foreign country could do for us. And besides
the building of a seagoing fleet, we have to build our inland
water crafts and fishing fleets. Foreign shipping yards could not
do this service for us on account of the impracticability of
transporting such numerous small crafts across the ocean. Thus,
in any case, China has to put up her own yards to build her inland
water crafts and fishing fleets. So the establishment of ship-
building yards is a necessary as well as a profitable undertaking
from the beginning. The shipping yards should be established at
such river and coastal ports that have the facility of supplying
materials and labor. All the yards should be under one central
management. Large capital should be invested in the project so
as to procure a yearly output of 2,000,000 tons of various kinds
of vessels.

86 THE INTERNATIONAL DEVELOPMENT OF CHINA

All types of vessels should be standardized both in design
and equipment. The old and wasteful types of inland water
crafts and fishing boats should be replaced by modern efficient
designs. The inland water crafts should be designed on the
basis of certain standard draughts such as the 2-foot, 5-foot, and
io-foot classes. The fishing trawlers should be standardized into
the one-day, the five-day, and the ten-day service class. The
coastal transports should be standardized into the 2,000-, the
4.000-, and the 6,000-ton class, and for oversea transports we
should have standardized ships of 12,000-, 2.j,ooo-, and 36,000-ton
classes. Thus, the many thousands of inland water crafts and
fishing junks that now ply the rivers, lakes, and coasts of China
may be displaced by new and cheaper crafts of a few standard
types which could perform better service at less expense.

PROGRAM IV.

In my first and third programs, I have described my plans
for the Northwestern Railway System and the Southwestern
Railway System. The former is for the purpose of relieving the
congestion of population in the coast districts and the Yangtze
Valley by opening up for colonization the vast unpopulated territory
in Mongolia and Sinkiang, as well as of developing the Great
Northern Port. The latter is for the purpose of exploiting the
mineral resources of Southwestern China, as well as of develop-
ing the Great Southern Port — Canton. More railroads will be
needed for the adequate development of the whole country. So
in this fourth program, I shall deal entirely with railroads which
will complete the 100,000 miles proposed in my introductory part
of this International Development Scheme. The program will be
as follows :

I. The Central Railway System.
II. The Southeastern Railway System.

III. The Northeastern Railway System.

IV. The Extension of the Northwestern Railway System.
V. The Highland Railway System.

VI. The Establishment of Locomotive and Car Factories.

PART I

The Central Railway System

This will be the most important railway system in China.
The area which it serves comprises all of China Proper north of
the Yangtze and a part of Mongolia and Sinkiang. The economic
nature of this vast region is that the southeastern part is densely
populated while the northwestern part is thinly populated, and
that the southeastern part possesses great mineral wealth while

( 8; )

88 THE INTERNATIONAL DEVELOPMENT OF CHINA

the northwestern part possesses great potential agricultural
resources. So every line of this system will surely pay as the
Peking-Mukden line has proved.

With the Great Eastern Port and the Great Northern Port
as termini of this system of railroads, I propose that, besides the
existing and projected lines in this region, the following be con-
structed, all of which shall constitute the Central Railway System.

a. The Great Eastern Port-Tarbogotai line.

b. The Great Eastern Port-Urga line.

c. The Great Eastern Port-Uliassutai line.

d. The Nanking-Loyang line.

e. The Nanking-Hankow line.

f. The Sian-Tatung line.

g. The Sian-Ninghsia line,
h. The Sian-Hankow line.

i. The Sian-Chungking line.

j. The Lanchow-Chungking line.

k. The Ansichow-lden line.

1. The Chochiang-Koria line.

m. The Great Northern Port-Hami line.

n. The Great Northern Port-Sian line.

o. The Great Northern Port-Hankow line.

p. The Hoangho Port-Hankow line.

q. The Chefoo-Hankow line.

r. The Haichow-Tsinan line.

s. The Haichow-Hankow line.

t. The Haichow-Nanking line.

u. The Sinyangkang-Hankow line.

v. The Luszekang-Nanking line.

w. The Coast line.

x. The Hwoshan-Kashing line.

a. The Great Eastern Port-Tarbogotai Line

This line begins at the Great Eastern Port on the seaboard,
and runs in a northwesterly direction to Tarbogotai on the

THE CENTRAL RAILWAY .SYSTEM 89

Russian frontier, covering a distance of about 3,000 miles. I f
Shanghai be the Great Eastern Port, the Shanghai-Xanking
Railway will form its first section. But if Chapu be chosen,
then this line should skirt the Taihu Lake on the southwest
through the cities of Huchow, Changhing, and Liyang to Nanking,
then crossing the Yangtze at a point south of Nanking, to
Chiantsiao and Tingyuen. Thence, the line turns westward to
Showchow and Yingshang, and enters Honan province at Sintsai.
After crossing the Peking-Hankow line at Kioshan, and
passing Piyang, Tanghsien, and Tengchow, it turns northwest-
ward to Sichwan and Kingtsekwan, and enters the province of'
Shensi. Ascending the Tan Kiang Valley, it passes through
Lungkucha and Shangchow, and crosses the Tsinling Pass to
Lantien and Sian, the capital of Shensi, formerly the capital
of China. From Sian, it goes westward, following the valley of
the YVeiho. It passes through Chowchih, Meihsien, and Paoki
and enters the province of Kansu at Sancha, thence proceeding
to Tsinchow, Kungchang, Titao, and Lanchow, the capital of
Kansu. From Lanchow it follows the old highway which leads
into Liangchow, Kanchow, Suchow, Yumen, and Ansichow.
Thence it crosses the desert in a northwesterly direction to Hami,
where it turns westward to Turf an. At Turf an this line meets
the Northwestern Railway System and runs on the latter 's track-
to Urumochi and Manass where it leaves that track and proceeds
northwesterly to Tarbogotai on the frontier, crossing the Shair
Mountain on the way. This line runs from one end of the
country to the other encountering in its entire length of 3,000
miles only four mountain passes, all of which are not impassable
for they have been used from time immemorial, as trade high-
ways of Asia.

b. The Great Eastern Port-Urga Line

This line starts from the Great Eastern Port and uses the
same track as line (a) as far as Tingyuen, the second city after
crossing the Yangtze River at Nanking. From Tingyuen, its

MO THE INTERNATIONAL DEVELOPMENT OE CHINA

own track begins and the line proceeds in a northwesterly
direction to Hwaiyuan, on the Hwai River, thence to Mongcheng,
Kwoyang, and Pochow. Turning more northward, it crosses
the Anhwei border into Honan, and passing through Kweiteh it
crosses the Honan border into Shantung. After passing through
Tsaohsien, Tingtao, and Tsaochow, it crosses the Hoangho and
enters Chihli province. Passing through Kaichow it re-enters
Honan to Changteh, thence it follows the Tsingchangho valley, in
a northwesterly direction, across the Honan border into Shansi.
Here the line enters the northeastern corner of the vast iron and
coal field of Shansi. After entering Shansi, the line follows the
river valley to Liaochow and Yicheng, and crosses the watershed
into the Tungkwoshui Valley to Yutse and Taiyuan. From
Taiyuan, it proceeds northwestward through another rich iron
and coal field of Shansi to Kolan. Thence, it turns westward to
Poate, where it crosses the Hoangho to Fuku, in the northeastern
corner of Shensi. From Fuku, the line proceeds northward, cuts
through the Great Wall into the Suiyuan District and crosses the
Hoangho to Saratsi. From Saratsi, the line runs in a north-
westerly direction across the vast prairie to Junction A of the
Xorthwestern Trunk Line, where it joins the common track of
the Dolon Nor-Urga line to Urga. This line runs from a thickly
populated country at one end in Central China to the vast thinly
populated but fertile regions of Central Mongolia, having a
distance of about 1,300 miles from Tingyuen to Junction A.

c. The Great Eastern Port-Uliassutai Line

Starting from the Great Eastern Port, this line follows line
(a) as far as Tingyuen, and line (b) as far as Pochow. At
['ochow, it branches off on its own track and proceeds westward
across the border to Luye, in Honan. Thence it turns northwest-
ward to Taikang, Tungsu, and Chungmow where it meets the
Hailan line and runs in the same direction with it to Chengchow,
Jungyang, and Szeshui. From Szeshui it crosses the Hoangho
in Wenhsien, thence to Hwaiking and over the Honan border

Tun CI-N'TRAlv RAILWAY SYSTEM 91

into Shansi. It now passes through Yangcheng, Chinshui, and
Fowshan to Pingyang where it crosses the Fen River and proceeds
to Puhsien and Tailing, then westward to the border where it
crosses the Hoangho into Shensi. Thence it proceeds to Yen-
chang, and follows the Yenshui Valley to Yenan, Siaokwan, and
Tsingpien. Then running along the south side of the Great Wall,
it enters Kansu, and crosses the Hoangho to Ninghsia. From
Ninghsia, it proceeds northwestward across the Alashan Moun-
tain to Tingyuanying at the edge of the desert. Thence it
proceeds in a straight line northwestward to Junction B of the
Northwestern Railway System, where it joins that system and
runs to Uliassutai. This part of the line passes through desert
and grassland both of which could be improved by irrigation.
The distance of this line from Pochow to Junction B is 1,800
miles.

d. The Nanking-Loyang Line

This line runs between two former capitals of China, passes
through a very populous and fertile country, and taps a very
rich coal field at the Loyang end. It starts from Nanking,
running on the common track of lines (a) and (b) and branches off
at Hwaiyuan westward to Taiho. After passing Taiho, it crosses
the Anhwei border into Honan. Thence it runs alongside the
left bank of the Tashaho to Chowkiakow, a large commercial
town. From Chowkiakow, it proceeds to Linying where it
crosses the Peking-Hankow line thence to Hiangcheng and Yu-
chow where the rich coal field of Honan lies. After Yuchow it
crosses the Sungshan watershed to Loyang where it meets the
Hailan line running from east to west. This line is about 300
miles from Hwaiyuan to Loyang.

e. The Nanking-Hankow Line

This line will run alongside the left bank of the Yangtse-
kiang, connecting with Kiukiang by a branch line. It starts on
the opposite side of Nanking and goes southwest to Hochow,

92 THE INTERNATIONAL DEVELOPMENT OF CHINA

Wuweicbow and Anking, the capital of Anhwei province. After
Anking, it continues in the same direction to Susung and Hwang-
mei, where a branch should be projected to Siaochikow, thence
across the Yangtze River to Kiukiang. After Hwangmei, the
line turns westward to Kwangchi, then northwestward to Kishui,
and finally westward to Hankow. It covers a distance of about
350 miles through a comparatively level country.

f. The Sian-Tatung Line

This line starts from Sian and runs northward to Sanyuan,
Yaochow, Tungkwan, Yichun, Chungpu, Fuchow, Kanchuan,
and Yenan, where it meets the Great Eastern Port-Uliassutai
line. From Yenan, it turns northeastward to Suiteh, Michih,
and Kiachow on the right bank of the Hoangho. Thence it
runs along the same bank to the junction of the "\Yeifen River
with the Hoangho (on the opposite side), where it crosses the
Hoangho to the YVeifen Valley and proceeds to Singhsien and
Kolan, there crossing the Great Eastern Port-Urga line. From
Kolan, it proceeds to YYuchai and Yangfang, where it crosses
the Great Wall to Sochow and then Tatung there meeting the
Peking-Suiyuan line. This line is about 600 miles long. It
passes through the famous oil field in Shensi, and the northern
border of the northwestern Shansi coal field. At Tatung, where
it ends, it joins the Peking-Suiyuan line and through the section
from Tatung to Kalgan it will connect with the future North-
western System which will link Kalgan and Dolon Xor together.

g. The Sian-Ninghsia Line

This line will start from Sian in a north-westerly direction
to Kingyanghsien, Shunhwa, and Sanshui. After Sanshui, it
crosses the Shensi border into Kansu at Chengning and then
turns west to Xingchow. From Xingchow, it follows the Hwan
Valley along the left bank of the river up to Kingyangfu and
Hwanhsien, where it leaves the bank and proceeds to Tsingping
; nd Pingyuan, where it meets the Hwan River again and follows

THE CENTRAL RAILWAY SYSTEM 93

that valley up to the watershed. After crossing the watershed,
it proceeds to Lingchow, then across the Hoangho to Ninghsia.
This line covers a distance of about 400 miles and passes through
a rich mineral and petroleum country.

h. The Sian-Hankow Line

This is a very important line connecting the richest portion of
the Hoangho Valley with the richest portion of the central section
of the Yangtze Valley. It starts from Sian on the track of line
(a), crosses the Tsingling and descends the Tankiang Valley as far
as Sichwan. At this point, it branches off southward across the
border into Hupeh, and following the left bank of the Han River,
passes Laohokow to Fencheng, opposite Siangyang. After
Fencheng, it follows continuously the same bank of the Han
River to Anlu, thence proceeding in a direct line southeastward
to Hanchwan and Hankow. This line is about 300 miles long.

i. The Sian-Chungking Line

This line starts from Sian almost directly southward, crosses
the Tsingling Mountain into the Han Valley, passes through
Ningshen, Shihchuan, and Tzeyang, ascends the Jenho Valley
across the southern border of Shensi into the province of
Szechwan at Tachuho. Then crossing the watershed of the
Tapashan into the Tapingho Valley, it follows that valley down
to Suiting and Chuhsien. Thence it turns to the left side of the
valley to Linshui and follows the trade road to Kiangpeh and
Chungking. The entire distance of this line is about 450 miles
through a very productive region and rich timber land.

j. The Lanchow-Chungking Line

This line starts from Lanchow southwestward and follows
the same route as line (a) as far as Titao. Thence, it branches
off and ascends the Taoho Valley across the Minshan watershed
into the Heishui Valley following it down to Kiaichow and
Pikow. After Pikow, it crosses the Kansu border into Szechwan

94 THE INTERNATIONAL DEVELOPMENT OF CHINA

and proceeds to Chaohwa, where the Heishuiho joins the Kialing.
From Chaohwa, it follows the course of the Kialing River down
to Paoning, Shanking, Hochow, and Chungking. The line is
about 600 miles long, running through a very productive and
rich mineral land.

k. Th3 Ansichow-Iden line

This line passes through the fertile belt of land between the
Gobi Desert and the Altyntagh Mountain. Although this strip
of land is well watered by numerous mountain streams yet it is
very sparsely populated, owing to the lack of means of com-
munication. When this line is completed, this strip of land will
be most valuable to Chinese colonists. The line starts from
\nsichow westward to Tunhwang, and skirts the southern edge
of the Lobnor Swamp to Chochiang. From Chochiang, it proceeds
in the same direction via Cherchen to Iden where it connects with
the terminus of the Northwestern System. With this System, it
forms a continuous and direct line from the Great Eastern Port
to Kashgar at the extreme west end of China. This line from
Ansichow to Iden is about 800 miles in length.

'£>'

1. The Chochiang-Koria Line

This line runs across the desert alongside the lower part of
the Tarim River. The land on both sides of the line is well
watered and will be valuable for colonization as soon as the
railroad is completed. This line is about 250 miles in length and
connects with the line that runs along the northern edge of the
desert. It is a short cut between fertile lands on the two sides
of the desert.

m. The Great Northern Port-Hami Line

This line runs from the Great Northern Port in a north-
westerly direction by way of Paoti and Siangho to Peking. From
Peking it runs on the same track with the Peking-Kalgan Railway
to Kalgan, where it ascends the Mongolian Plateau. Then it

THE CENTRAL RAILWAY SYSTEM 95

follows the caravan road northwestward to Chintai, Uolutai,
Sessy, and Tolibulyk. From Tolibulyk, it takes a straight line
westward crossing the prairie and desert of both the Inner and
Outer Mongolia to Hami where it connects with the Great Eastern
Port-Tarbogotai line which runs almost directly west to Urumochi,
the capital of Sinkiang. Thus, it will be the direct line from
Urumochi to Peking and the Great Northern Port. This line is
about 1,500 miles in length, the greater part of which will run
through arable land and so when it is completed it will form one
of the most valuable railways for colonization.

n. The Great Northern Port-Sian Line

This line will run westward from the Great Northern Port
to Tientsin. From here it runs southwestward to Hokien, passing
through Tsinghai and Tachen. From Hokien, it runs more
westerly to Shentseh, Wuki, and Chengting where it joins the
Chengtai line as well as crosses the Kinhan line. From Chengting
it takes the same road as the narrow gauge Chengtai line which
has to be reconstructed into standard gauge so as to facilitate
through trains to Taiyuan and farther on. From Taiyuan it runs
southwestward to Kiaocheng, Wenshui, Fenchow, Sichow, and
Taning. After Taning it turns westward and crossing the Hoang-
ho, it turns southwestward to Yichwan, Lochwan, and Chungpu
where it joins the Sian-Tatung line and runs on the same track to
Sian. Its length is about 700 miles over very rich and extensive
iron, coal, and petroleum fields, as well as productive agricultural
lands.

0. The Great Northern Port-Hankow Line

This line starts from the Great Northern Port skirting the
coast to Petang, Taku, and Chikow, thence to Yenshan and crosses
the Chihli border into Shantung at Loling. From Loling, it goes
to Tehping, Linyi, and Yucheng where it crosses the Tientsin-
Pukow line, proceeds to Tungchang and Fanhsien, and then
crosses the Hoangho to Tsaochow. After Tsaochow it passes the

96 THE INTERNATIONAL DEVELOPMENT OF CHINA

Shantung border into Honan, crossing the Hailan line to Suichow.
From Suichow it proceeds to Taikang where it crosses line (c),
then to Chenchow and Chowkiakow where it crosses line (d) and
thence to Siangcheng, Sintsai, Kwangchow, and Kwangshan.
After Kwangshan it crosses the boundary mountain into Hupeh,
passing through Ilwangan to Hankow. This line is about 700
miles long, running from the Great Northern Port to the com-
mercial center of central China.

p. The Hoangho Port-Hankow Line

This line starts from the Hoangho Port in a southwesterly
direction to Pohsing, Sincheng, and Changshan, then across the
Kiauchow-Tsinan line to Poshan. Thence it ascends the watershed
into the Wen Valley to Taian where it crosses the Tientsin-Pukow
line to Xingyang and Tsining. From Tsining it proceeds in a
straight line southwestward to Pochow in Anhwei, and Sintsai in
I lonan. At Sintsai it joins the Great Northern Port-Hankow
line to Hankow. The distance of this line from the Hoangho
Port to Sintsai is about 400 miles.

q. The Chefoo-Hankow Line

This line starts at Chef 00 on the northern side of the
Shantung Peninsula and crosses that Peninsula to Tsimo, on the
southern side, via Laiyang and Kinkiakow. From Tsimo it
proceeds southwestward across the shallow mud flat at the head
of Kiauchow Bay in a straight line to Chucheng. After Chucheng
it crosses the watershed into the Shuho Valley to Chuchow and
Idiow, then proceeds to Hsuchow where it meets the Tientsin-
Pukow line and the Hailan line. From Hsuchow it runs on the
same track with the Tientsin-Pukow line as far as Suchow in
Anhwei, then branches off to Mongcheng and Yinchow, and
crosses the border into Honan at Kwangchow, where it meets
the Great Northern Port-Hankow line and proceeds together
to Hankow. This line from Chcfoo to Kwangchow is about
550 miles in length.

THE CENTRAL RAILWAY SYSTEM 97

r. The Haichow-Tsinan Line

This line starts from Haichow following the Linhung River
to Kwantunpu, then turns westward to Ichow. From Tchow
it turns first northward then northwestward, passing by Mongyin
and Sintai to Tai-an. At Tai-an it joins the Tsinpu line and
proceeds in the same track to Tsinan. This line covers a
distance, from Haichow to Tai-an, of about no miles, tapping
the coal and iron fields of southern Shantung.

s. The Haichow-Hankow Line

This line starts at Haichow in a southwesterly direction,
goes to Shuyang and Sutsien, probably in the same route as the
projected Hailan line. From Sutsien it proceeds to Szechow
and Hwaiyuan, where it crosses the Great Eastern Port Urga
and Uliassutai lines. After Hwaiyuan it goes to Showchow and
Chenyangkwan, thence continuing in the same direction across
the southeastern corner of Honan and the boundary mountain
into Hupeh, proceeds to Macheng and Hankow, covering a
distance of about 400 miles.

t. The Haichow-Nanking Line

This line goes from Haichow southward to Antung, then
inclining a little south to Hwaian. After Hwaian it crosses the
Paoying Lake (which will be reclaimed according to the regula-
tion of the Hwaiho in Part IV, Program II) to Tienchang and
Luho, thence to Nanking. Distance, about 180 miles.

u. The Sinyangkang-Hankow Line

This line starts from Sinyangkang to Yencheng, then crossing
the Tasung Lake (which will be reclaimed) to Hwaian. From
Hwaian it turns southwestward passing over the southeastern
corner of the Hungtse Lake (which will also be reclaimed) to
Suyi, in Anhwei. After Suyi, it crosses the Tientsin-Pukow line
near Mingkwang, to Tingyuen, where it meets lines (b) and
(c). After Tingyuen, it proceeds to Lu-an and Hwoshan, then

98 THE INTERNATIONAL DEVELOPMENT 01' CHINA

crosses the boundary mountain into Hupeh passing through
Lotien to Hankow, a distance of about 420 miles.

v. The Luszekang-Nanking Line

This line startsatLuszekang,a fishing harbor to be constructed
at the extremity of the northern point of the Yangtze Estuary.
From Luszekangit proceeds westward to Tungchow where it turns
northwestward to Jukao, and then westward to Taichow, Yang-
chow, Luho, and Nanking. This line is about 200 miles long.

w. The Coast Line

This line starts at the Great Northern Port, and follows the
Great Northern Port-Hankow line as far as Chikow, where it
begins its own line. Keeping along the coast, it crosses the
Chihli border to the Hoangho Port, in Shantung, then proceeds
to I.aichow where it takes a straight cut away from the coast to
Chaoyuan and Chefoo, thus avoiding the projected Chefoo-
Weihsien line. From Chefoo it proceeds southeastward through
Xinghai to Wenteng, where one branch runs to Jungcheng and
another to Shihtao. The main line turns southwestward to
Ilaiyang and Kinkiakow, where it joins the Chefoo-Hankow line,
and follows it as far as the western side of Kiauchow Bay, thence
southward to Lingshanwei. From Lingshanwei the line proceeds
southwestward along the coast to Jichao, and crosses the
Shantung border into Kiangsu, passing Kanyu to Haichow.
Thence it proceeds southeastward to Yencheng, Tungtai, Tung-
chow, Haimen, and Tsungming Island which will be connected
with the mainland by the regulation works of Yangtze embank-
ment. From Tsungming trains can be ferried over to Shanghai.
This line from Chikow to Tsungming is about 1,000 miles in
length.

x. The Hwoshan-Wuhu-Soochow-Kashing Line

This line starts from Hwoshan to Shucheng and Wuwei,
then across the Yangtze River to Wuhu. After YVuhu it goes to

THE SOUTHEASTERN RAILWAY SYSTEM 99

Kaoshun, Liyang, and Ihing, then crosses over the northern end
of Taihu (which will be reclaimed) to Soochow, where it meets the
Shanghai-Nanking line. From Soochow it turns southward to
Kashing on the Shanghai-Hangchow line. This line runs over
very populous and rich districts of Anhwei and Kiangsu provinces,
covering a distance of about 300 miles, which will form the
greater part of the shortest line from Shanghai to Hankow.

PART II.

The Southeastern Railway System

This system covers the irregular triangle which is formed by
the Coast line between the Great Eastern and the Great
Southern Ports, as the base, by the Yangtze River from
Chungking to Shanghai, as one side, and by line (a) of the
Canton-Chungking Railway as the other side, with Chungking
as the apex. This triangle comprises the provinces of Chekiang,
Fukien, and Kiangsi, and a part respectively of Kiangsu, Anhwei,
Hupeh, Hunan, and Kwangtung. This region is very rich in
mineral and agricultural products, especially iron and coal
deposits which are found everywhere. And the whole region is
thickly populated. So railway construction will be very
remunerative.

With the Great Eastern Port and the Great Southern Port
and the second- and third-class ports that lie between the two as
termini of this system of railroads, I propose that the following
lines be constructed :

a. The Great Eastern Port-Chungking Line.

b. The Great Eastern Port-Canton Line.

c. The Foochow-Chinkiang Line.

d. The Foochow- Wuchang Line.

e. The Foochow-Kweilin Line.

f. The Wenchow-Shenchow Line.

g. The Amoy-Kienchang Line.

100 THE INTERNATIONAL DEVELOPMENT OF CHINA

h. The Amoy-Canton Line.

i. The Swatow-Changteh Line.

j. The Nanking-Siuchow Line.

k. The Xanking-Kaying Line.

I. The Coast Line between the Great Eastern and the

Great Southern Ports,

m. The Kienchang-Yuanchow Line.

a. The Great Eastern Port-Chungking Line

This line connects the commercial center of western China —
Chungking — with the Great Eastern Port in almost a straight
route south of the Yangtze River. It starts from the Great
Eastern Port and goes to Hangchow, then through Linan, Chang-
hwa, to Hweichow, in Anhwei. From Hweichow it proceeds to
Sinning and Kimen, then crosses the border into Kiangsi and
passing Hukow reaches Kiukiang. From Kiukiang it follows the
right bank of the Yangtze, crosses the Hupeh border to
Hingkwochow and then proceeds to Tungshan and Tsungyang,
where it passes over the border to Yochow in Hunan. From
Yochow it takes a straight line across the Tungting Lake (which
will be reclaimed) to Changteh. From Changteh it proceeds up
the Liu Shui Valley, passing through Tzeli, and crossing the
Hunan border to Hofeng, in Hupeh and then to Shinan and
Lichwan. At Shinan a branch should be projected north-
eastward to Ichang, and at Lichwan another branch should
be projected northwestward to Wanhsien, both on the left
side of the Yangtze River. After Lichwan it crosses the
Hupeh border into Szechwan, passing Shihchu to Foochow,
then passes the Wukiang and proceeds along the right side
of the Yangtze River as far as lines (a) and (b) of the
Canton-Chungking Railway and then crosses together on
the same bridge to Chungking on the other side of the

r. The length of this line including branches, is about
1,200 miles.

THE SOUTHEASTERN RAILWAY SYSTEM IOI

b. The Great Eastern Port-Canton Line

This is a straight line from one first-class seaport to another.
Tt starts from the Great Eastern Port and goes to Hangehow,
then turning southwestward, follows the left bank of the Tsien
Tang River through Fuyang, Tunglu to Yenchow and Chuchow.
Then it proceeds across the Chekiang-Kiangsi border to Kwangsin.
From Kwangsin it goes through Shangtsing and Kinki to Kien-
chang, then proceeds to Nanfeng, Kwangchang, and Xingtu.
After Xingtu it proceeds to Yutu, Sinfeng, Lungnan, and cross-
ing the boundary mountain of Kiangsi and Kwangtung, to
Changning. Thence via Tsungfa it goes to Canton, covering a
distance of about 900 miles.

c. The Foochow-Chinkiang Line

This line starts from Foochow, goes by way of Loyuan and
Xingteh to Fuan, and then proceeds across the Fukien-Chekiang
border to Taishun, Kingning, Yunho, and Chuchow. Thence it
proceeds to Wuyi, Yiwu, Chukih, and Hangehow. After Hang-
chow it goes to Tehtsing and Huchow and then crosses the
Chekiang border into Kiangsu. Then it proceeds by way of
Ihing, Kintan, and Tanyang to Chinkiang. This line is about 550
miles in length.

d. The Foochow-Wuchang Line

This line starts from Foochow and following the left bank of
the Min River and passing Shuikow and Yenping reaches Shaowu.
After Shaowu, it proceeds across the Fukien border into Kiangsi
and then passes through Kienchang and Fuchovv to Nanchang,
the capital of Kiangsi. From XTanchang it proceeds to Hingkwo,
in Hupeh, and passes on to Wuchang, the capital of Hupeh. It
covers a distance of about 550 miles.

e. The Foochow-Kweilin Line

This line starts from Foochow, crosses the Min River and
proceeds by way of Yungfu, Tatien, Xingyang, and Liencheng

LIBRARY

UNIVERSITY OF CALIFORNIA

SANTA BARBARA

102 THE INTERNATIONAL DEVELOPMENT OF CHINA

to Tingchow. Thence it crosses the Fukien-Kiangsi border to
Shuikin. From Shuikin it proceeds to Yutu and Kanchow and
then to Shangyiu and Chungyi. After Chungyi it crosses the
Kiangsi-Hunan border to Kweiyanghsien and Chenchow, where
it crosses the Canton-Hankow line to Kweiyangchow. Thence it
continues to Sintien, Ningyuan, and Taochow, where it meets
lines (a) and (b) of the Canton-Chungking Railway. After
Taochow it turns southward following the Taoho Valley to the
Kwangsi border and then crossing it, proceeds to Kweilin. This
line covers a distance of about 750 miles.

f. The Wenchow-Shenchow Line

This line begins from the new Wenchow Port and follows
the left bank of the Wukiang as far as Tsingtien. From Tsingtien
it proceeds to Chuchow and Suenping and turning westward
across the Chekiang border to Yushan in Kiangsi. After Yushan
it goes to Tensing, Loping, and then skirting the southern shore
of Poyang Lake goes through Yukan to Nanchang, the capital of
Kiangsi. From Nanchang it proceeds to Juichow, Shangkao, and
Wantsai, then crosses the Kiangsi border to Liuyang in Hunan,
and Changsha, the capital of Hunan. After Changsha it goes to
Ningsiang, Anhwa, and Shenchow where it connects with line (a)
of the Canton-Chungking Railway, and with the Shasi-Singyi
line. This line covers a distance of about 850 miles.

g. The Amoy-Kienchang Line

This line starts from the new port of Amoy and goes to
Changtai, then following the Kiulungkiang to Changping, Ning-
yang, Tsingliu, and Kienning. After Kienning it proceeds across
the Kiangsi border to Kienchang, where it connects with the
Great Eastern Port-Canton line, the Foochow-Wuchang line, and
the Kienchang-Yuanchow line. This line covers a distance of
about 250 miles.

THE SOUTHEASTERN RAILWAY SYSTEM IO3

h. The Amoy-Canton Line

This line starts at the new port of Amoy, and proceeds to
Changchow, Nantsing, and Siayang, where it crosses the Fukien
border to Tapu, in Kwangtung. From Tapu it goes to Tsung-
kow, Kaying, Hinning, and W'uhwa. After VVuhwa it crosses
the watershed between the Hankiang and the Tungkiang rivers
to Lungchiin, then following the Tungkiang down to Hoyun, it
crosses another watershed to Lungmoon, Tsengshin and Canton.
This line covers a distance of about 400 miles.

i. The Swatow-Changteh Line

This line starts from Swatow, proceeds to Chaochow, Ka-
ying, and then crosses the Kwangtung border to Changning in
Kiangsi. From Changning it crosses the watershed into Kung-
kiang Valley and follows that river down to Hweichang and
Kanchow. From Kanchow it proceeds to Lungchuan, Yungning,
and Lienhwa, where it crosses the Kiangsi border into Hunan.
After that, it proceeds to Chuchow and Changsha, the capital of
Hunan. From Changsha it goes to Ningsiang, Yiyang, and
Changteh where it ends, connecting with the Great Eastern Port-
Chungking line, and the Shasi-Singyi line. This line covers a
distance of about 650 miles.

j. The Nanking-Siuchow Line

This line starts from Nanking and runs along the right bank
of the Yangtze to Taiping, Wuhu, Tungling, Chichow, and
Tungliu. After Tungliu it passes over the Anhwei border into
Kiangsi, at Pengtseh, and goes to Hukow. At Hukow it meets
the Great Eastern Port-Chungking line and crosses the bridge
together with that line to the projected Poyang Port. From the
Poyang Port it runs along the west shore of the Poyang Lake
through Nankang and Wucheng to Nanchang, where it meets
the Wenchow-Shenchow and Fooehow-Wuchang lines. From Xan-
chang it proceeds up the Kan Kiang Valley, via Linkiang to Kian.

104 THE INTERNATIONAL DEVELOPMENT OF CHINA

where it crosses the projected Kienchang-Yuanchow line. After
Kian, it proceeds to Kanchow where it crosses the Foochow-
Kweilin line. Thence it goes to Nankanghsien and Nanan.
After Nanan it crosses the boundary mountain, Tayuling, into
Kwangtung at Nanyung, thence passes through Chihing to Siu-
chow, where it meets the Canton-Hankow line. This line covers
distance of about 800 miles.

k. The Nanking-Kaying Line

This line starts from Nanking, proceeds to IJshui and Kao-
shun and then crosses the Kiangsu border into Anhwei at Suen-
cheng. From Suencheng it proceeds to Ningkwo and Hweichow.
After Hweichow it crosses the Anhwei border into Chekiang,
passing through Kaihwa, Changshan, and Kiangshan, and leaving
Chekiang enters Fukien at Pucheng. From Pucheng it proceeds
via Kienningfu to Yenping where it crosses the Foochow-
Wuchang line and then goes through Shahsien and Yungan to
Ningyang, where it meets the Foochow-Kweilin and Amoy-
Kienchang lines. From Ningyang it proceeds to Lungyen and
Yungting, then joining the Amoy-Canton line at Tsungkow
proceeds together to Kaying, its terminus. This line runs over
a distance of about 750 miles.

1. The Coast Line Between the Great Eastern and the

Great Southern Ports

This line starts from the Great Southern Port— Canton-
proceeds in the same direction as the Canton-Kowloon line as far
as Shelung and then goes its own way following the course of
the Tungkiang River to Waichow. From Waichow it proceeds
to Samtochuck, Haifung, and Lukfung, then turning northeast-
ward goes to Kityang and Chaochow. After Chaochow it goes
to Jaoping, then crossing the Kwangtung-Fukien border to Chaoan.
Thence it proceeds to Yunsiao, Changpu, Changchow, and Amoy.
From Amoy it proceeds to Chuanchow, Hinghwa, and Foochow,
the capital of Fukien. After Foochow it proceeds in the same

THE NORTHEASTERN RAILWAY SYSTEM IO5

direction as the Foochow-Chinkiang line, as far as Fuan, then turns
eastward to Funing, and northward to Futing. After Futing it
crosses the Fukien border into Chekiang and proceeds through
Pingyang to Wenchow. At Wenchow it crosses the Wwkiang
and proceeds to Lotsing, Hwangyen, and Taichow. Thence, it
proceeds through Ninghai to Ningpo, its own terminus, where it
connects with the Ningpo-Hangchow line, thus linking it up with
the Great Eastern Port via Hangchow. This line covers a distance
from Canton to Xingpo of about 1,100 miles.

m. The Kienchang-Yuanchow Line

This line starts from Kienchang and runs through Yihwang,
Loan, Yungfeng, and Kishui to Kian, where it crosses the
Nanking-Siuchow line. After Kian it proceeds to Yungsin and
Lienhwa where it meets the Swatow-Changteh line. Thence it
crosses the Kiangsi border into Hunan, at dialing, then through
Anjen to Hengchow where it crosses the Canton-Hankow line.
From Hengchow the line proceeds to Paoking where it crosses
line (a) of the Canton-Chungking Railway then westward to
Yuanchow, its terminus, where it joins with the Shasi-Singyi line.
This line covers a distance of about 550 miles. The total length
of this Southeastern Railway System is about 9,000 miles.

PART III.
The Northeastern Railway System

This system will cover the whole of Manchuria, a part of
Mongolia, and a part of Chihli province — an area of nearly 500,000
square miles, with a population of 25,000,000. This region is
surrounded by mountains on three sides and opens on the south
to the Liaotung Gulf. Amidst these three mountain ranges lies a
vast and fertile plain drained by three rivers — the Nonni on the
north, the Sungari on the northeast, and the Liaoho on the south.
This part of China was once regarded as a desert, but since the

106 THE INTERNATIONAL DEVELOPMENT OF CHINA

completion of the Chinese Eastern Railway it has been found to
be the most productive soil in China. It supplies the whole of
Japan and a part of China with nitrogenous food in the form of
soya bean. This bean, the wonderful properties of which were
early discovered by the Chinese, contains the richest nitrogenous
substance among vegetables and has been used as a meat substitute
for many thousand years. Vegetable milk is extracted from this
bean, and from this milk various kinds of preparations are made.
The extraction from this bean has been proved by modern
chemists to be richer than any kind of meat. The Chinese and
the Japanese have used this kind of artificial meat and milk from
time immemorial. Recently food administrators in Europe and
America have paid great attention to this meat substitute, while
the export of soya bean to Europe and America has steadily
increased. This Alanchu-Mongolian plain is destined to be the
source of the world's supply of soya bean. Besides soya bean,
this plain also produces a great quantity of various kinds of grains,
and supplies the entire Eastern Siberia with wheat. The Man-
churian mountains are exceedingly rich in timber and minerals —
gold being especially found in great quantities in many localities.

Railway construction in this region has proved to be a most
profitable undertaking. At present there are already three railway
systems tapping this rich country, viz., the Peking-Mukden line,
the best paying railroad in China, the Japanese South-Manchurian
Railway, also a very remunerative line, and the Chinese Eastern
Railway, the best paying portion of the whole Siberian system.
Besides these, there are many lines projected by the Japanese. In
order to develop this rich region properly a network of railways
should be projected.

ilefore dealing with the separate lines of this network of
railways, I should like to propose a center for them, just as the
spider's nest is to a cobweb. I shall name this central city
" Tungchin,'' the Eastern Mart, which should be situated at a
point southwest of the junction of the Sungari and Nonni rivers,
about 1 10 miles west by south from Harbin, and will be in a more

THE NORTHEASTERN RAILWAY SYSTEM IO7

advantageous position than the latter. This new city will be the
center not only of the railway system but also of the inland water
communication when the Liaoho-Sungari Canal is completed.

With the projected city of Tungchin as a center, I propose
the following lines :

a. The Tungchin-Hulutao line.

b. The Tungchin-Great Northern Port line.

c. The Tungchin-Dolon Nor line.

d. The Tungchin-Kerulen line.

e. The Tungchin-Moho line.

f. The Tungchin-Korfen line.

g. The Tungchin- Yaoho line.
h. The Tungchin- Yenchi line.

i. The Tungchin-Changpeh line.

j. The Hulutao-Jehol-Peking line.

k. The Hulutao-Kerulen line.

1. The Hulutao-Hailar line.

m. The Hulutao-Antung line.

n. The Moho-Suiyuan line.

o. The Huma-Chilalin or Shihwei line.

p. The Ussuri-Tumen-Yalu-Coast line.

q. The Linkiang-Dolon Nor line.

r. The Chikatobo-Sansing or Ilan line.

s. The Sansing or Ilan-Kirin line.

t. The Kirin-Dolon Nor line.

a. The Tungchin-Hulutao Line

This is the first line that radiates from this projected
Manchurian railway center, and is the shorter of the two direct
lines that lead to the ice-free ports on the Liaotung-Chihli Gulf.
It runs almost parallel to the South Manchurian Railway, the
distance between the two lines being about 80 miles at the northern
end, converging to 40 miles at Sinmin, and diverging again after
that point. According to the original agreement with the former
Russian Government, no parallel line within 100 miles was allowed

108 THE INTERNATIONAL DEVELOPMENT OF CHINA

to be built. But such restriction must be abolished under this
new International Development Scheme for the benefit of all
concerned. This line starts from Tungchin, and proceeds
southward across the vast Manchurian plain by Changling,
Shuangshan, Liaoyuan, and Kangping, to Sinmin in a straight
line covering a distance of about 270 miles. After Sinmin, the
line joins the Peking-Mukden Railway and runs on the same
track for a distance of about 130 miles to Hulutao.

b. The Tungchin-Great Northern Port Line

This line is the second that radiates from this railway center
direct to a deep water ice-free seaport. It starts from Tungchin,
proceeding in a southwesterly direction, passes Kwangan,
midway between Tungchin and the West Liaoho, and many other
small settlements before it crosses the Liaoho. After crossing
the Liaoho, it enters the mountainous regions of the Jehol
district by a valley to Fowsin, a hsien city, and crosses the
watershed into the Talingho Valley. After passing through the
Talingho Valley, the line crosses another watershed into the
Luan Valley by a branch of the same river. Then it penetrates
the Great Wall and proceeds to the Great Northern Port by way
of Yungping and Loting. The whole length of this line is about
550 miles, the first half of which is on level land and the second
half in mountainous country.

c. The Tungchin- Dolon Nor Line

This is the third line that radiates from the railway center
and proceeds nearly in a westerly direction across the plain to
Taonan where it crosses the projected Aigun-Jchol line(Japanese),
and also meets the termini of two other projected lines, the
Changchun-Taonan and the Tsengkiatun-Taonan (Japanese).
After Taonan, the line turns more southward by skirting along
the foothills of the southeastern side of the Great Khingan range
where vast virgin forests and rich minerals are found. Then it
passes through the upper Liaoho Valley formed by the Great

THE NORTHEASTERN RAILWAY SYSTEM 109

Khingan Mountain on the north, and the Jehol Mountain on the
south and through the towns of Linsi and Kingpang to Dolon
Nor, where it meets the trunk line of the Northwestern Railway
system. This line covers a distance of about 480 miles, a greater
part of which is on level land.

d. The Tungchin-Kerulen Line
This is the fourth line that radiates from the Tungchin
Railway center. It runs in a northwesterly direction almost
parallel with the Harbin-Manchuli line of the Chinese Eastern
Railway, the distance between the two lines varying from 100 to
130 miles. The line starts from Tungchin on the north side of
the junction of the Nonni and Sungari rivers and proceeds
westward across the Nonni River to Talai, and then turns
northwestward across the plain into the valley of the north branch
of the Guileli River. After entering the valley, it follows the
stream up to its source, then crosses the Great Khingan Mountain
watershed into the Mongolian Plain by the Khalka River, and
follows the right bank of this river to the north end of Bor Nor
Lake. Thence it turns directly westward to the Kerulen River,
and follows the south bank of the river to Kerulen. This line
covers a distance of about 630 miles.

e. The Tungchin-Moho Line

This is the fifth line that radiates 'from this railway center.
It starts from the north side of the junction of the Nonni and
Sungari rivers, and proceeds northwestward across the northern end
of the Great Manchurian Plain to Tsitsiha. At Tsitsiha, it joins
the projected Kinchow-Aigun line and proceeds together north-
westward alongside the left bank of the Nonni River as far as
Nunkiang where it separates from the other. Thence it resumes
the northwesterly direction and proceeds into the upper Nonni
Valley until the headwater is reached. Then it crosses the
northern extremity of the Great Khingan Range to Moho, where
it joins the terminus of the Dolon Nor-Moho line. This line is

110 THE INTERNATIONAL DEVELOPMENT OF CHINA

about 600 miles long. About a quarter of this length runs on the
plain, the second quarter runs along the lower Nonni Valley,
the third along the Upper Valley, and the fourth runs in
mountainous but gold-bearing region, where only physical
difficulties are to be expected.

f. The Tungchin-Korfen Line

This is the sixth line from the railway center. It also starts
on the northern side of the Nonni-Sungari junction, and proceeds
across the plain by the cities Chaotung and Tsingkang. After
Tsingkang it crosses the Tungkun River, proceeds to Hailun*
and then, ascending the Tungkun Valley, crosses the watershed
of the Little Khingan Mountain. Thence it descends into the
Korfen Valley and proceeds by Chelu to Korfen on the right
bank of the Amur River. This line covers a distance of 350
miles, two thirds of which run on comparatively level land
and one third in mountainous district. This is the shortest
line from Tungchin to the Amur River and the Russian
territory on yonder side.

g. The Tungchin-Yaoho Line

This is the seventh line that radiates from this railway
center. It starts from the northern side of the Nonni-Sungari
junction and traverses the plain on the left of the Sungari
River by Chaochow, then crosses the Chinese Eastern Railway,
and the Hulan River to Hulan. After Hulan. it proceeds to
Payen, Mulan, and Tungho, then crosses the Sungari River to
Sansing, now called Ilan. Thence it proceeds into the Wokan
Valley and crosses the watershed by Chihsingshitse and Takokai
into the Xoloho Valley and passing by various villages and towns
along this river to Vaohohsien, ends at the junction of the
Xoloho and the Ussuri River. This line covers a distance of
500 miles in very fertile country.

THE NORTHEASTERN RAILWAY SYSTEM III

h. The Tungchin-Yenchi Line

This is the eighth line that radiates from this railway center.
It starts from the eastern side of the Xonni-Sungari junction
and proceeds in a southeasterly direction on the right side of the
Sungari River to Fuyu or Petunai and various towns along the
road on the same side of the river until it comes across the
Harbin-Talien Railway, then turns away from the road and
proceeds eastward to Yushu and Wuchang. After Wuchang,
the line turning more southward, proceeds to Fengtechang and
then follows the same direction to Omu. At Omu, it crosses the
Mutan River, then proceeds to Liangshuichuan and Shehtauho,
where it joins the Japanese Hweining-Kirin line and proceeds
together to Yenchi. This line covers a length of about 330 miles
through very rich agricultural and mineral country.

i. The Tungchin-Changpeh Line

This is the ninth line that radiates from the Tungchin railway
center. It starts from the south side of the Nonni-Sungari
junction and proceeds in a southeasterly direction across the plain
to Nungan. After Nungan, it crosses the Itung River and
proceeds continuously in the same direction across several
branches of the same river to Kiudaichan, where it joins the
Changchun-Kirin line and proceeds together as far as Kirin.
After Kirin, it goes its own way following the right bank of the
Sungari River in a southeasterly direction to the junction of
Lafaho River and turns southward along the same bank of the
Sungari to Huatien. After Huatien, it continues in the same
course up to Toutaokiang, as far as Fusung, then turns south-
eastward into the Sunghsiangho Valley and proceeds upward to
the Changpeh Shan watershed by skirting the south side of the
Celestial Lake, then turns southward following the Aikiang River
to Changpeh on the Korean frontier. This line covers a distance
of about 330 miles. Some great difficulties are to be overcome in
the last portion of the line where it crosses the Changpeh watershed.

112 THE INTERNATIONAL DEVELOPMENT OF CHINA

j. The Hulutao- Jehol-Peking Line

With this line I shall begin to deal with a new group of the
Northeastern Railway System which will make Hulutao, the
ice-free port on the Liaotung Gulf as their center and terminus.
This, the first line, starts from Hulutao and proceeds westward
up the Shaho Valley to Sintaipienmen. Thence it crosses the
mountainous district through Haiting, Mangniuyingtse, and
Sanshihkiatse to Pingchuan, and continues in the same direction
to Jehol or Chengteh. After Jehol, it proceeds by the old
imperial highway to Lwanping, then turns southwestward to
Kupehkow where it penetrates the Great Wall. Thence it follows
the same highway through Miyun and Shunyi to Peking. This
line covers a distance of about 270 miles.

k. The Hulutao-Kerulen Line

This is the second line of the Hulutao radiation. It starts
from this seaport and proceeds northward through the moun-
tainous region of Jehol by Kienping and Chihfeng. Thence, the
line follows the highway across the Upper Valley of Liaoho to
Chianchang, Sitoo, Takinkou, and Linsi. After Linsi, it proceeds
up the Lukiako Valley and crosses the watershed at the southern
extremity of the Great Khingan Mountain, through Kanchumiao
and Yufuchih. Then it proceeds to Payenbolak, Uniket, and
Khombukure where it joins with the Dolon Nor-Kerulen line
and proceeds together to Kerulen. This line up to Khombukure
covers a distance of about 450 miles, tapping a very rich mineral,
timber, and agricultural country.

1. The Hulutao-Hailar Line

This, the third line, starts from Hulutao and proceeds by
way of Chinchow along the west side on the Talingho River
to Yichow, where it crosses the Talingho to Chinghopienmen
and Fowsin. After Fowsin, the lines goes northward to
Suitung, thence, crossing the Siliaoho to Kailu, it proceeds

THE NORTHEASTERN RAILWAY SYSTEM 113

between the Great and Little Fish Lakes to Kinpan and Tachuan.
Then it proceeds across the Great Khingan Mountain into the
Oman Valley and follows the same river to Hailar. This line
covers a distance of about ^600 miles passing through rich
mineral and agricultural land and virgin forests.

m. The Hulutao-Antung Line

This, the fourth line, starts from Hulutao and proceeding
northeastward, follows the course of the projected Liaoho-Hulutao
Canal, and then goes eastward to Newchwang and Haicheng.
From there it proceeds southeastward to Simuchen, where it joins
the Antung-Mukden line and proceeds together to Antung on the
Korean border. This line covers a distance of about 220 miles.
This together with the Hulutao-Jehol-Peking line will make the
shortest line from Antung and beyond, i. e., Korea, to Peking.

n. The Moho-Suiyuan Line

With this as the first I am going to deal with another group
of lines in this system. These will be the circumferential lines
which link up the radii from the Tungchin center in two semicir-
cles, the outer and the inner. This Moho-Suiyuan line starts
from Moho and proceeds along the right bank of the Amur River
to Ussuri, Omurh, Panga, Kaikukang, Anlo, and Woshimen.
After this point, the river bends more southward and the line
follows the same bend to Ankan, Chahayen, Wanghata, and Huma.
From Huma, it proceeds to Sierhkenchi, Chila, Manchutun,
Heiho, and Aigun where it meets the terminus of the Chinchow-
Aigun line. After Aigun, the line turns more eastward to
Homolerhchin, Chilirh, and Korfen where it meets the terminus
of the Tungchin-Korfen line. Thence it proceeds to Wuyun,
Foshan, and Lopeh. After Lopeh, it goes to Hokang at the
junction of the Amur and Sungari. At this point, the line crosses
the Sungari River to Tungkiang and proceeds to Kaitsingkow,
Otu, and Suiyuan where it ends. This line covers a distance of
900 miles running all its way through the gold-producing region.

114 THE INTERNATIONAL DEVELOPMENT OE CHINA

o. The Huma-Chilalin or Shihwei Line

This is merely a branch of the Moho-Suiyuan line. It starts
from Huma and follows the Kumara River passing by the
Taleitse Gold Mine and Wapalakow Gold Mine. Then it proceeds
up the Kumara River in a westerly and southwesterly direction
to its southern source and there it crosses the watershed into the
Halarh Valley, thence descending the valley to Chilalin or Shihwei.
This line covers a distance of about 320 miles running in an
extremely rich gold district.

p. The Ussuri-Tumen-Yalu-Coast Line

This, the second line of the outer semicircle, starts by
continuing the first line at Suiyuan, and proceeds along the left
bank of the Ussuri River, passing Kaulan, Fuyeu, and Minkang,
to Yaoho, where it meets the terminus of the Tungchin-Yaoho
line. From Yaoho, it runs parallel to the Russian Ussuri Railway
on the east side of the river as far as Fulin. After Fulin, it parts
from the Russian line by turning westward following the Mulingho
River to Mishan on the northwestern corner of the Hanka Lake.
Thence it goes to Pinganchin, turns southward alongside the
boundary line and crosses the Harbin-Vladivostok line at Siusuifen
Station to Tungning. After Tungning, it continues the same
southward course alongside the boundary line to a point between
Szetaukow and Wutaukow, then turns westward to Hunchun,
and northwestward to Yenchi where it meets the projected
Japanese Hweining-Kirin line. From Yenchi, it follows the
Japanese line to Holung, and proceeds southwestward by the left
side of the Tumen River across the watershed into the Yalu
Valley, where it meets the Tungchin-Changpeh line. After
Changpeh it turns westward and northwestward following the
right bank of the Yalu to Linkiang, thence southwestward, still
following the right bank of the Yalu, to Tsianhsien and then
continues in the same direction, along the Yalu bank, to Antung,
where it meets the Antung-Mukden Railway. After Antung, it

THE NORTHEASTERN RAILWAY SYSTEM 115

proceeds to Tatungkow at the mouth of the Yalu, thence along
the coast to Takushan and Chwangho, then westward through Shun
and Pingfangtien to join the South Manchurian Railway at
Wukiatun. This line covers a distance of 1,100 miles, which runs
from end to end right along the southeastern boundary of
Manchuria.

q. The LinkiaDg-Dolon Nor Line

This is the third line of the outer semicircle of the Tungchin
railway center, and connects the radiating lines south of the
center. It starts from Linkiang at the southwestward turn of the
Yalu River, and proceeds across the mountainous region passing
by Tunghwa, Hingking, and Fushun, to Mukden, where it crosses
the South Manchurian Railway. From Mukden, it goes together
with the Peking- Mukden line as far as Sinmin, where it crosses
the Tungchin-Hulutao line and proceeds northwestward through
Sinlihtun to Fowsin. After Fowsin the line enters the hilly
district of the upper Liaoho Valley, and proceeds to Chihfeng,
after passing through numerous small villages and camping places
in this vast pasture. After Chihfeng the line proceeds through
the Yinho Valley by Sanchotien, Kungchuling, and Tachientse,
to Famuku, thence follows the Tulakanho to Dolon Nor, covering
a distance of about 500 miles.

r. The Chikatobo-Sansing or Ilan Line

This is the first line of the inner semicircle which connects
the radiating lines from the Tungchin railway center on the
northeast. It starts from Chikatobo on the upper reach of
the Amur, and proceeds eastward and southeastward through
many valleys and mountains of the Great Khingan Range to
Nunkiang. After Nunkiang, it goes in a more southerly
direction to Keshan, thence to Hailun, and then crosses the
Sungari to Sansing or Ilan. This line covers a distance of about
700 miles, passing through an agricultural and gold-producing
country.

Il6 THE INTERNATIONAL DEVELOPMENT OF CHINA

s. The Sansing or Ilan-Kirin Line

This is the second line of the inner semicircle. It starts
from Sansing and proceeds southwestward along the right bank
of the Mutan River through Tauchan, Erchan, Sanchan, and
Szuchan, to Chengtse where it crosses the Harbin-Vladivostok
line. Then it goes to Ninguta, after crossing over the Mutan
River from right to the left bank. After Ninguta it proceeds
southwestward passing through Wungcheng, Lanchichan,
Talachan, and Fungwangtien, to Omu. From Omu it joins the
Japanese Hweining-Kirin line and proceeds westward to Kirin.
This line covers a distance of about 200 miles, along the fertile
Mutan Valley.

t. The Kirin-Dolon Nor Line

This is the third line of the inner semicircle in the Tungchin
system. It starts from Kirin and follows the old highway
westward to Changchun where it meets the termini of the Chinese
Eastern Railway from the north and the Japanese South
Manchurian Railway from the south. After Changchun, it
proceeds across the plain to Shuangshan where it meets the
Tungchin-Hulutao line and the Japanese Szupingkai-Chengkiatun-
Taonan line. From Shuangshan, it crosses the Liao River to
Liaoyuan, thence it traverses the vast plain, crossing the
Tungchin-Great Northern Port line and goes to Suitung where it
meets the Hulutao-Hailar line. After Suitung, it proceeds up
the Liao Valley where it comes across the Hulutao-Kerulen line
and then crosses the watershed to Dolon Nor where it ends.
This line covers a distance of 500 miles. This completes the
cobweb system of the projected North-Eastern Railway. The
total length of this entire system is about 9,000 miles.

PART IV.

The Extension of the Northwestern Railway System

The Northwestern Railway System covers the region of
Mongolia, Sinkiang, and a part of Kansu, an area of 1,700,000

THE EXTENSION OE THE NORTHWESTERN RAILWAY SYSTEM 1 17

square miles. This territory exceeds the area of the Argentine
Republic by Coo.ooo square miles. Argentina is now the greatest
source of the world's meat supply, while the Mongolian pasture
is not yet developed, owing to the lack of transportation facilities.
As Argentina has superseded the United States in supplying the
world with meat, so the Mongolian pasture will some day take
the place of Argentina, when railways are developed and cattle
raising is scientifically improved. Thus the construction of
railroads in this vast food-producing region is an urgent necessity
as a means of relieving the world from food shortage. In the
first program of this International Development Scheme, I pro-
posed 7,000 miles of railways for this vast and fertile region, for
the purpose of developing the Great Northern Port, and relieving
the congested population of southeastern China. But this 7,000
miles of railways form merely a pioneer line. In order to develop
this virgin continent properly, more railways have to be con-
structed. Therefore in this plan, namely, the Extension of the
Northwestern Railway System, I propose the following lines :

a. The Dolon Nor-Kiakata line.

b. The Kalgan-Urga-Tannu Ola line.

c. The Suiyuan-Uliassutai-Kobdo line.

d. The Tsingpien-Tannu Ola line.

e. The Suchow-Kobdo line.

f. The Northwestern Frontier line.

g. The Tihwa or Urumochi-Ulankom line,
h. The Gaskhiun-Tannu Ola line.

i. The Uliassutai-Kiakata line.

j. The Chensi or Barkul-Urga line.

k. The Snchow-Urga line.

1. The Desert Junction-Kerulen line.

m. The Khobor-Kerulen-Chikatobo line.

n. The Wuyuan-Taonan line.

o. The Wuyuan-Dolon Nor line.

p. The Yenki-Ili line.

q. The Ili-Hotien line.

r. The Chensi-Kashgar line and its branches.

Il8 THE INTERNATIONAL DEVELOPMENT OE CHINA

a. The Dolon Nor-Kiakata Line

This line starts from Dolon Nor and proceeds in a north-
westerly direction, following the caravan road across the vast
pasture to Khorkho, Kuoto, and Suliehto. After Suliehto, it
crosses the boundary line into Outer Mongolia by the same road
to Khoshentun, Lukuchelu, and Yangto. Thence it crosses the
Kerulen River to Otukunkholato, and enters the hilly region
where it crosses the Kerulen watershed and the Chikoi watershed.
The water from the Kerulen watershed flows into the Amur, and
thence into the Pacific Ocean, while the water from the Chikoi
watershed flows into Lake Baikal, and thence to the Arctic
Ocean. After crossing the Chikoi watershed, it follows a branch
of the Chikoi River to Kiakata. This line covers a distance of
about 800 miles.

b. The Kalgan-Urga-Tannu Ola Line

This line starts from Kalgan at the Great Wall, and proceeds
northwestward up the plateau, crosses a range of hills into the
Mongolian prairie, and goes to Mingan, Boroldshi, Ude, and
Khobor, where it crosses the Dolon Nor-Urumochi trunk line.
After Khobor, it proceeds across the vast and rich pasture of
Mubulan, then proceeds in a straight line through Mukata and
Nalaiha to Urga. From Urga, it goes into the hilly district
crossing Selenga Valley to a point opposite the southern end of
Lake Kos Gol, and then turns northward across a range of
mountains to Khatkhyl on the southern shore of Kos Gol. After
Khatkhyl, it skirts Kos Gol Lake along the western shore for
some distance, then turns northwestward and westward, following
the course of the Khua Kem River to a point near its exit at the
frontier line, then turns southwestward up the Kemtshik Valley
to its headwater, passes through Pakuoshwo, and ends at the
boundary line between the Russian and Chinese territories. This
line covers a distance of about 1,700 miles.

THE EXTENSION OE THE NORTHWESTERN RAILWAY SYSTEM 119

c. The Suiyuan-Uliassutai-Kobdo Line

This line starts from Suiyuan in the northwestern corner of
Shansi, and proceeds in a northwesterly direction across the hilly
country into the Mongolian pasture to Tolibulyk, where it crosses
the Great Northern Port-Hami line, and the Great Eastern Port-
Urga line. After Tolibulyk, it proceeds in a straight line in the
same direction passing through Barunsudshi to the capital of
Tuchetu. Thence it continues in the same straight line north-
westward to Gorida. After Gorida, it follows the caravan road
to Kolitikolik where it crosses the Great Northern Port-Urumochi
trunk line. From Kolitikolik, the line turns northwestward, then
westward and proceeds across many streams and valleys and
passes by many small towns to Uliassutai. At Uliassutai, it
crosses the B. Junction-Frontier branch of the Great Eastern Port-
Urumochi line. After Uliassutai, the line proceeds westward
following the trade road, passes through Khuduku, Bogu,
Durganor, and Sakhibuluk to Kobdo. Thence the line turns
northwestward to Khonga, Ukha, and Clegei, then westward to
Beleu and ends at the frontier. This line is about 1,500 miles
long.

d. The Tsingpien-Tannu Ola Line

This line starts from Tsingpien at the Great Wall, on the
northern border of Shensi, proceeds through the Ordos country
by Bonobalgasun, Orto, and Shinchao, and then crosses the
Hoangho to Santaoho. From Santaoho, it proceeds across
Charanarinula Mountain into the Mongolian prairie in a north-
westerly direction to Kurbansihata where it crosses the Peking-
Hami line, then it goes to Unikuto and Enkin, where it crosses
the Great Northern Port-Urumochi line. After Enkin, the line
enters into a valley and watered district, proceeds northward to
Karakorum, and then turns northwestward across various streams
and valleys of the tributary of the Selenga River by Sabokatai and
Tsulimiau. After Tsulimiau, it proceeds in the same direction

120 THE INTERNATIONAL DEVELOPMENT OE CHINA

across the Selenga River, follows its branch, the Telgir Morin
River, up to its source and crosses the watershed into Lake Teri
Nor. Then it follows the outlet of the Teri Nor to the Khua
Kern River, where it ends by joining the Kalgan Urga-Tannu Ola
line. This line covers a distance of about 1,200 miles.

e. The Suchow-Kobdo Line
This line starts from Suchow in a northwesterly direction
penetrating the Great Wall at Chiennew, and proceeds to the coal
held, about 150 miles from Suchow. Then it goes to Habirhau-
buluk and Ilatoli. A short way from this place the line comes
across the Peking-Hami line and then proceeds to Balaktai. After
this the line passes a bit of pure desert to Timenchi. After enter-
ing the hilly and watered country it proceeds to Gaskhiun
where it crosses the Great Northern Port-Urumochi trunk line.
After Gaskhiun, it proceeds to Wolanhutok, Tabateng, and
Tabutu where it joins the Kucheng and Kobdo highway and
following it, proceeds to Kobdo, through Batokuntai and Sutai.
Here the line ends, covering a distance of about 700 miles.

f. The Northwestern Frontier Line

This line starts from Hi following the Urumochi-Ili line to
Santai, on the eastern side of Zairam Lake, then proceeds
northeastward by itself to Tuszusai on the west side of Ebi Lake.
After Tuszusai it proceeds to Toli where it crosses the Central
Trunk line, that is, the Great Eastern Port-Tarbogotai line.
Thence it goes to Namukotai and Stolokaitai by passing through
a vast forest and a rich coal field. From Stolokaitai, the line
follows the highway and proceeds to Chenghwaszu, the capital of
Altai province. Thence it crosses a mountain range by the
Urmocaitu Pass into the Kobdo Valley, and follows the course of
the Kobdo River to Beleu where it joins the Suiyuan-Kobdo line
and proceeds to Clegei. From Clegei, it proceeds by itself to
Tabtu via Usungola and Ulamkom. At Tabtu, it joins the other
line again and proceeds together to the Khua Kem River in the

THE EXTENSION OE THE NORTHWESTERN RAILWAY SYSTEM 121

Tannu Ola district. It then turns eastward ascending the river
to the junction of the Bei Kem and Khua Kem rivers, then starts
again on its own course, following the former river and proceeds
up to its source in a northeasterly direction ending at the
frontier. This line covers a distance of about 900 miles.

g. The Tihwa or Urumochi-Ulankom Line

This line starts from Tihwa following the Dolon Nor trunk
line to Fowkang, then proceeds by its own route almost northward
through Chipichuan to Khorchute. From Khorchute, it turns
northeastward and proceeds across a hilly district to Kaiche, then
to Turhuta, where it crosses a branch line from Junction C. of
the Great Northern Port-Urumochi line. After Turhuta, it turns
northward, proceeds up the Pakaningale Valley to Zehoshita, and
then crosses the Tilikta Pass. Thence it turns northeastward
proceeding across the newly cultivated country to Kobdo. After
Kobdo, it proceeds through a fertile plateau, by crossing many
rivers and skirting many lakes to Ulankom, where it ends by
joining the Northwestern Frontier line. It covers a distance of
about 550 miles.

h. The Gaskhiun-Tannu Ola Line

This line starts fram Gaskhiun and proceeds northeastward
across a hilly and watered country through Hatonhutuk and
Talangjoleu, to Pornulu. After Pornulu, the line proceeds across
the Sapkhyn Valley by Huchirtu and Porkho to Uliassutai where
it meets the Suiyuan-Kobdo, and the Great Eastern Port-Uliassutai
lines. After Uliassutai, the line proceeds northward to a quite
new country by first crossing the headwaters of Selenga, then the
headwaters of the Tess River. In the Tess Valley the line
crosses a vast virgin forest. After emerging from this forest it
proceeds northwestward across the watershed into the Khua Kem
Valley in Tannu Ola and ends by joining the Northwestern
Frontier line. This line covers a distance of about 650 miles.

122 THE INTERNATIONAL DEVELOPMENT OE CHINA

i. The Uliassutai-Kiakata Line

This line starts from Uliassutai and runs on the track of the
Gaskhiun-Tannu Ola line, until it reaches the Eder River, a
branch of the Selenga. Then, turning off eastward, it begins its
own course and proceeds downward following the course of the
Hder River, crossing the Tsingpien-Tannu Ola line, to the
junction of this river with the Selenga. There it joins
the Kalgan-Urga-Tannu Ola line and proceeds together eastward
in the common track for some distance until the other line turns
southeastward, when this line turns northeastward following the
Selenga down to Kiakata. This line covers a distance of about
550 miles, running through a fertile valley.

j. The Chensi or Barkul-Urga Line

This line starts from Chensi or Barkul and proceeds north-
eastward across a cultivated region through Tutaku to Urkesiat.
After Urkesiat, it crosses the Suchow-Kobdo line, then traverses
the vast pasture on the north side of the Gobi Desert to Suchi
and Dalantura. Thence it turns more northward across the
Great Eastern Port-Uliassutai line, and the Dolon Nor-Urumochi
line to Tashunhutuk. After this point the line crosses the
Suiyuan-Uliassutai line at Ologai and proceeds over the watershed
into the Selenga Valley where it crosses the Tsingpien-Tannu
Ola line at Sabokatai. From here it turns eastward across a hilly
and watered region to Urga. This line covers a distance of
about 800 miles.

k. The Suchow-Urga Line

This line starts from Suchow and proceeds by Kinta to
Maumu, and then follows the Taoho or Edsina River, which
waters this strip of oasis, to the lakes. Thence it crosses the Gobi
Desert, where it meets the crossing lines of the Peking-Hami and
the Great Eastern Port-Uliassutai railways and with them forms
a common junction. From this junction it proceeds across desert

the extension of the northwestern railway system 123

and pasture lands to another railway crossing which is formed by
the Suiyuan-Kobdo and Tsingpien-Tannu Ola lines, also forming
a common junction together. Thence it proceeds into pasture
land through Hatengtu and Tolik to Sanintalai, where it crosses
the Dolon Nor-Urumochi line. After Sanintalai, the line proceeds
through Ulanhoshih and many other small towns and encamp-
ments to Urga. This line covers a distance of about 700 miles.
One third of this length is through the desert and the other two
thirds through watered pasture land.

1. The Desert Junction-Kerulen Line

This line starts from the Desert Junction, proceeds north-
eastward to the pastural land and crosses the Tsingpien-Tannu
Ola line south of Ulan Nor Lake. Thence it proceeds to the
Tuchetu Capital where it crosses the Suiyuan-Kobdo line.
After the Tuchetu Capital it goes across a pasture to Junction A.
From Junction A. it proceeds to Ulanhutuk and Chientingche,
then crosses the Kalgan-Tannu Ola line to Zesenkhana. From
Zesenkhana, the line follows the course of the Kerulen River
down in a northeasterly direction to the city of Kerulen, where
it crosses the Dolon Nor-Kerulen line, and meets the Kerulen-
Tungchin line. This line covers a distance of about 800 miles.

m. The Khobor-Kerulen-Chikatobo Line

This line starts from Khobor, the crossing junction of the
Dolon Nor-Urumochi, and the Kalgan-Urga-Tannu Ola lines,
and proceeds northeastward across a vast pasture to Khoshentun,
where it crosses the Dolon Nor-Kiakata line. After Khoshentun,
it proceeds in the same direction across a similar pasture to
Kerulen, where it crosses the Dolon Nor-Kerulen line. Then it
proceeds first along the right bank of the Kerulen River, then
crosses to the left side, and passes along the northwestern side of
Hulan Lake. After Hulan Lake, the line crosses the Chinese
Eastern Railway, and the Arguna River, then proceeds along the
right bank of the river to Chikatobo, where the line ends by

124 THE INTERNATIONAL DEVELOPMENT OF CHINA

joining the Dolon Nor-Moho and the Chikatobo-Sansing lines.
This line covers a distance of about 600 miles. The first half of
it runs on dry land and the second half on watered land.

n. The Wuyuan-Taonan Line

This line starts from Wuyuan at the northwest bend of the
Hoangho and proceeds northeastward across the Sheiten Ula
Mountain and pasture to Tolibulyk, where it meets the crossing
junction of three lines — the Peking-Hami line, the Suiyuan-
Kobdo line, and the Great Eastern Port-Urga line. From
Tolibulyk the line proceeds continuously in the same direction
across a pasture to Khobor where it meets the crossing junction
of the Dolon Nor-Urumochi and the Peking-Urga lines, and
also the terminus of the Khobor-Kerulen line. After Khobor
the line turns more eastward and runs across the Dolon Nor-
Kiakata line midway to Khombukure, where it crosses the Dolon
Nor-Kerulen and the Hulutao-Kerulen lines. From Khombukure
the line proceeds to Dakmusuma, where it crosses the Dolon Nor-
Moho line. Thence it goes eastward across the Great Khingan
Mountain to Tuchuan, then turns southeastward to Taonan, where
it ends. This line covers a distance of about 900 miles

0. The Wuyuan-Dolon Nor Line

This line starts from Wuyuan and proceeds northeastward
across the Sheiten Ula Mountain to Maomingan, where it crosses
the Great Eastern Port-Urga line. Then it proceeds across the
vast pasture and the Suiyuan-Kobdo line to Bombotu, where it
passes over the Peking-Hami line. After Bombotu, the line turns
eastward and proceeds across the Kalgan-Urga-Tannu Ola line,
then goes to Dolon Nor, where it ends by joining the Dolon Nor-
Mukden-Linkiang line, which forms a direct route from the upper
Hoangho Valley to the rich Ljaoho Valley. This line covers a
distance of about 500 miles.

THE EXTENSION OE THE NORTHWESTERN RAILWAY SYSTEM 125

p. The Yenld-Ili Line

This line starts from Yenki or Karashar, and proceeds north-
westward across the mountain pass into the Hi Valley. It then
follows the Kunges River downward, in a westerly direction,
traversing a most fertile valley, to Ining and Kuldja or Hi, the
principal city of the Hi district near the Russian border, where it
joins the Ili-Urumochi line. This line covers a distance of about
400 miles.

q. The Ili-Hotien Line

This line starts from Hi or Kuldja, proceeds southward across
the Hi River, then eastward along the left side of the river and
then southeastward and southward to Bordai. From here it turns
southwestward into Tekes Valley and proceeding upward crosses
the Tekes River to Tienchiao and then ascends the mountain pass.
After the mountain pass the line turns southeastward, traverses a
vast coal field and then turns southwestward to Shamudai, where
it crosses the Turfan-Kashgar line. From Shamudai it turns
southward across the fertile zone of the north side of the Tarim
Valley, to Bastutakelak. Then it proceeds southwestward to
Hotien passing by on the way many small settlements in the
fertile zone of the Hotien River which flows across the desert.
At Hotien the line meets the Kashgar-Iden line. After Hotien
the line proceeds upward to the highland south of the city and
ends at the frontier. This line covers a distance of about 700
miles.

r. The Chensi-Kashgar Line and Its Branches

This line starts from Chensi and proceeds southwestward
along the Tienshan pasture through Yenanpoa, Shihkialoong, and
Taolaitse to Chikoching, then along the Tienshan forest through
Wutungkwo, Tungyenchi, Siyenchi, and Olong to Sensien, where
it crosses the Central Trunk line. After Sensien it proceeds
along the northern edge of the Tarim Desert through Lakesun

126 THE INTERNATIONAL DEVELOPMENT OE CHINA

City and Shehchuan to Hora, where it crosses the Cherchen-Koria
line. From Hora the line proceeds along the course of the Tarim
River, passing by many new settlements, fertile regions, and
virgin forests, to Bastutakelak, where it crosses the Ili-Hotien
line. Thence it goes through Pacini to Kashgar where it meets
the Urumochi-Iden line. After Kashgar it proceeds northwest-
ward to the frontier where it ends. Attached to this line are two
branches. The first branch proceeds from Hora southwestward
through many oases to Cherchen. The second proceeds from
Pacini southwestward along the Yarkand River to Sache and then
westward to Puli near the frontier. This line including the
branches covers a distance of about 1,600 miles. The total length
of this entire system is about 16,000 miles. See general map.

PART V.

The Highland Railway System

This, the last part of my railway program, is the most
difficult and most expensive undertaking of its kind ; consequently,
it must be the least remunerative of all the railway enterprises in
China. So no work should be attempted in this part until all the
other parts are fully developed. But when all the other parts are
well-equipped with railways then railway construction in this
highland region will also be remunerative, despite the difficulties
and the highly expensive work in construction.

The highland region consists of Tibet, Kokonor, and a part
of Sinkiang, Kansu, Szechwan, and Yunnan, an area of about
1 ,000,000 square miles. Tibet is known to be the richest country
in the world for gold deposits. Furthermore the adjacent
territories possess rich agricultural and pastural lands. This vast
region is little known to the outside world. The Chinese call
Tibet " the Western Treasury," for, besides gold, there are other
kinds of metals especially copper, in great quantities. Indeed the
name of the Western Treasury is most appropriately applied to

THE HIGHLAND RAILWAY SYSTEM 12?

this unknown region. When the world's supply of precious
metals are exhausted, we have to resort to this vast mineral
bearing region for supply. So railways will be necessary at least
for mining purposes. I therefore propose the following lines:

a. The Lhasa-Lanchow line.

b. The Lhasa-Chengtu line.
e. The Lhasa-Tali-Cheli line.

d. The Lhasa-Taklongshong line.

e. The Lhasa- Yatung line.

f . The Lhasa-Laichiyaling line.

g. The Lhasa-Nohho line,
h. The Lhasa-Iden line.

i. The Lanchow-Chochiang line,

j. The Chengtn-Dzunsasak line.

k. The Ningyuan-Cherchen line.

1. The Chengtu-Menkong line,

m. The Chengtu-Yuankiang line,

n. The Snifu-Tali line,

o. The Suifu-Mengting line,

p. The Iden-Gortok line.

a. The Lhasa-Lanchow Line

This is the most important line of this system for it connects
the capital city of Tibet — a vast secluded region with several
millions of people — with the central trunk line of the country.
The route which it passes through is inhabitable and is already
slightly inhabited in the region between the ends of the proposed
line. So it will probably be a paying line from the beginning.
This line starts from Lhasa, following the old imperial highway
in a northward direction and proceeds by Talong to Yarh, which
lies on the southeastern side of Tengri Nor Lake. After Yarh,
the line turns more eastward and proceeds across the watershed
from the Sanpo Valley to the Lukiang Valley by the Shuangtsu
Pass. Thence turning more eastward the line proceeds across
the headwater of the Lukiang to that of the Yangtze by passing

128 THE INTERNATIONAL DEVELOPMENT OF CHIxVA

many valleys, streams, and mountain passes. Then it crosses the
main body of the Upper Yangtze, which is here known as
the Kinshakiang, over the Huhusair Bridge. After crossing
the bridge, it turns southeastward, then eastward across the
Yangtze Valley into the Hoangho Valley, where it passes
through many small towns and encampments into the Starry Sea
region. At the Starry Sea, the line passes between the lakes of
Oring Xor and Tsaring Xor. Thence it turns northeastward
across the southeast valley of the Zaidam region, and returns into
the Hoangho Valley again. Then it proceeds through Katolapo
and various towns to Dangar, now called Hwangyuan, situated
near the border between Kansu and Kokonor. After Dangar,
the line turns southeastward following the course of the Sining
River, proceeds downward through a very rich valley and passes
through Sining, Nienpai, and hundreds of small towns and
villages to Lanchow. This line covers a distance of 1,100 miles.

b. The Lhasa-Chengtu Line

This line starts from Lhasa and proceeds northeastward on the
former imperial highway by Teking and Nanmo to Motsukungchia.
Thence it turns southeastward and northeastward to Giamda.
From Giamda, the line turns northward, then northeastward where
it proceeds through the Tolala Pass to Lhari. After Lhari the line
goes in an easterly direction and passes Pianpa, Shihtuh, and many
small towns to Lolongchong. Thence it crosses the Lukiang by the
Kayu Bridge and then turns northeastward to Kinda and Chiam-
do. After Chiamdo, the line instead of following the imperial
highway southeastward to Batang, turns northeastward, following
another trade route, and proceeds to Payung at the northwestern
corner of Szechwan. From Payung, it proceeds across the
Kinshakiang over the bridge near Sawusantusze. The line then
turns southeastward, enters the Ichu Valley and proceeds down-
ward to Kantzu on the Yalung River. Thence it proceeds to
Chango and Yinker, to Badi on the Great Golden River, and
Mongan on the Little Golden River. After Mongan, the line

THE HIGHLAND RAILWAY SYSTEM I29

goes through the Balan Pass to Kwanhsien, and entering the
Chengtu Plain, reaches Chengtu by Pihsien. This line covers a
distance of about 1,000 miles.

c. The Lhasa-Tali-Cheli Line

This line starts from Lhasa by the same track as the Lhasa-
Chengtu line as far as Giamda. From Giamda, it proceeds by
its own track southeastward, following a branch of the Sanpo
River to Yulu, where this branch joins its main stream. After
Yulu, it follows the left bank of the Sanpo River passing by
Kongposaga to Timchao. From Timchao, the line turns away
from the Sanpo River and proceeds in an eastward direction to
Timchong city, Ikung, Kuba, and Shuachong. After Shuachong,
the line proceeds southeastward to Lima, thence eastward to
Menkong on the Lukiang. From Menkong, the line turns
southward and goes along the right bank of the Lukiang passing
Samotung to Tantau. Then crossing the Lukiang, it proceeds
across the watershed through Gaiwa village to the Lantsang (or
Mekong) River, and to Hsiaoweisi beyond it. After Hsiaoweisi,
it follows the river bank to the Chenghsin Copper Mine, thence
it turns away from the river and proceeds by Hosi, Erhyuan,
Tengchow, and Shangkwangto Tali. From Tali, the line proceeds
to Hsiakwang, Fengyi, Menghwa, and then meets the Lantsang
River again at Paotien. Thence it follows the left bank southward
right through to Cheli, where it ends. This line covers a distance
of 900 miles.

d. The Lhasa-Taklongshong Line

This line starts from Lhasa and proceeds southward by way
of Teking to the Sanpo River where turning eastward it follows
the left bank of the river to Sakorshong. After crossing the
Sanpo River to Chetang, it proceeds southward by Chikablung,
Menchona, Tawang, Dhirangjong to Taklongshong and continues
farther on until it reaches the Assam frontier. This line covers
a distance of 200 miles.

I3O THE INTERNATIONAL DEVELOPMENT OF CHINA

e. The Lhasa-Yatung Line

This line starts from Lhasa and proceeds southwestward by
Chashih following the former imperial highway by Yitang and
Kiangli to Chnshui. At Chushui, it crosses to Sanpo River over
the Mulih Bridge to Chakamo on the south side, thence to Tama-
lung, Paiti, Tabolung, and Nagartse. After Nagartse, the line
turns westward to Jungku, Lhaling, and Shachia. At Shachia,
the line leaves the former imperial highway and turns southwest-
ward again and proceeds via Kula to Yatung at the Sikkim border.
This line covers a distance of 250 miles.

f . The Lhasa-Laichiyaling Line and Branches

This line starts from Lhasa and proceeds northwestward by
Chashih following the former imperial road to Little Taking, and
westward to Yangpachin and Sangtolohai. Thence turning south-
westward, it proceeds to Namaling and Tangto, and crosses the
Sanpo River at Lhaku. After Lhaku, the line turns westward to
Shigatse, the second important city in Tibet whence it proceeds in
the same direction to Chashihkang, Pangcholing, and Lhatse all on
the right side of the Sanpo River. From Lhatse, a branch line
starts southwestward via Chayakor and Dingri to Niehlamuh on the
Nepal border. The main line, however, crosses to the left side of
the Sanpo River and proceeds on the same highway via Nabringtaka
to Tadum where another branch line proceeds southwestward to
the Xepal border. The main line continues northwestward via
Tamusa and Choshan to Gartok, thence turning westward it
proceeds to Laichiyaling on the Sutlej River and ends on the
Indian border. This line, including the two branches, covers a
distance of 850 miles.

g. The Lhasa-Nohho Line

This line starts from Lhasa and runs in the same track as
line (f) to Sangtolohai where it proceeds by its own line north-
westward to Teching, Sangchashong, and Taktung. Thence, it

THE HIGHLAND RAILWAY SYSTEM 131

enters into the richest gold field in Tibet and through Wengpo,
Tulakpa, Kwangkwei, and Ikar reaches Nohho, where the line
ends. It covers a distance of 700 miles.

h. The Lhasa-Iden Line

This line starts from Lhasa, following the common track of
lines (f) and (g) to the southwestern corner of Tengri Lake,
whence it proceeds by its own track northwestward by Lungma-
jing, Tipoktolo and four or five other small places to Sari. After
Sari, the line penetrates a vast tract of uninhabited land to Pakar
and Suketi. Thence crossing the mountain passes and descending
from the highland to the Tarim Basin through Sorkek to
Yasulakun, the line joins the Cherchen-Iden railway of the
Northwestern System and proceeds on the same track to Iden.
This line covers a distance of 700 miles.

i. The Lanchow-Chochiang Line
This line starts from Lanchow, on the same track of the
Lhasa-Lanchow line as far as the southeastern corner of the Lake
Kokonor. Thence it proceeds on its own track by skirting along
the southern shore of Lake Kokonor to Dulankit, where it turns
southwestward to Dzunsasak. From Dzunsasak, the line proceeds
in a westerly course along the southern side of the Zaidam
Swamp, and passes Tunyueh, Halori, and Golmot to Hatikair.
After Hatikair, the line turns northwestward by Baipa, Nolinjoha,
to Orsinte. Thence turning more northward, it proceeds across the
mountain range by Tsesinvitusuik and Tuntunomik to Chochiang,
where it ends by joining the Ansi-Iden and Chochiang-Koria lines,
covering a distance of 700 miles.

j. The Chengtu-Dzunsasak Line

This line starts from Chengtu and proceeds to Kwanhsien on
the track of the Lhasa-Chengtu line, thence northward on its own
track by Wenchuan, to Mauchow. Then, it proceeds northwest-
ward following the course of the Minkiang to Sungpan. After

132 THE INTERNATIONAL DEVELOPMENT OF CHINA

Sungpan, it ascends the Min Valley passing Tungpi to Shangleyao,
where it crosses the watershed from the Yangtze River side to
that of the Hoangho. Thence the line proceeds to Orguseri,
and following a branch of the Hoangho to the northwestern turn
of its main stream, it proceeds along its right bank via Chahuntsin
to Peilelachabu. There it crosses the Hoangho to the northwest
turn of the old imperial road, where it joins the Lhasa-Lanchow
line and proceeds as far as Lanipar. Then turning northwest-
ward, it proceeds by its own line to Dzunsasak, where it ends by
joining the Lanchow-Chochiang line. This line covers a distance
of 650 miles.

k. The Ningyuan-Cherchen Line

This line starts from Ningyuan and proceeds in a northwest-
ward direction via Hwaiyuanchen to the Yalungkiang. Then it
ascends along the left side of that river to Yakiang, and crossing
to the right side of that river it proceeds by the old post road to
Siolo, where it turns away from the river and follows the same
post road to Litang. From Litang it proceeds in the same
direction but follows another road to Kangtu, on the left side of
the Kinshakiang. Following the same side of the river, it
proceeds to Sawusantusze, where it crosses the Lhasa-Chengtu
line. After Sawusantusze, the line continues in the same direc-
tion and follows the same side of the Kinshakiang via Tashigompa,
to the Huhusair Bridge, where it crosses the Lhasa Lanchow line.
Then following a northern branch of the Kinshakiang to its
source and crossing the watershed, it proceeds along the caravan
road by Hsinszukiang and Olokung to Cherchen, where it ends,
covering a distance of about 1,350 miles. This is the longest line
of this system.

1. The Chengtu-Menkong Line

This line starts from Chengtu and proceeds southwestward
by Shuangliu, Hsintsin, Mingshan, to Yachow. From Yachow,
it turns northwestward and proceeds to Tienchuan, then westward

THE HIGHLAND RAILWAY SYSTEM I33

to Tatsienlu, Tunyolo, and Litang. After Litang, the line
proceeds southwestward through Batang and Yakalo, to
Menkong, covering a distance of about 400 miles of very
mountainous country.

m. The Chengtu-Yuankiang Line

This line starts from Chengtu on the same track of the
Chengtu-Menkong line, proceeds to Yachow and thence by its
own track in the same direction via Jungching, to Tsingliu. After
Tsingliu, the line proceeds southward through Yuehsi to
Ningyuan, where it meets the head of the Ningyuan-Cherchen
line. After Ningyuan, it goes to Kwaili, then crosses the
Kinshakiang to Yiinnanf u where it crosses the Canton-Tali line.
From Yiinnanf u, it proceeds along the west side of the Kunming
Lake to Kunyang, and through Hsinshing, Hsingo, toYuankiang,
where the line ends by joining the Canton-Szemo line. It covers
a distance of about 600 miles.

n. The Suifu-Tali Line

This line starts from Suifu and proceeds along the left bank
of the Yangtze River to Pingshan and Lupo. After Lupo, it
turns away from the river in a southwesterly direction and
scales the Taliangshan Mountains to Ningyuan, where it crosses
the Chengtu-Yuankiang line and meets the termini of the Canton-
Ningyuan line and the Ningyuan-Cherchen line. Thence continu-
ing in the same direction, it crosses the Yalungkiang to Yenyuan
and Yungpeh. After Yungpeh, the line turns more southward,
across the Kinshakiang to Sincheng and thence to Tali, where it
ends by meeting the Canton-Tali line and the Lhasa-Tali line. It
covers a distance of about 400 miles.

0. The Suifu-Mengting Line

This line starts from Suifu on the same track as the Suifu-
Tali line as far as Lupo. From Lupo, it goes on its own track
across the Yangtze River here known as the Kinshakiang, and

134 THE INTERNATIONAL DEVELOPMENT OF CHINA

follows the right side of that river upward to its southward
bend where it crosses the Chengtu-Yuankiang line, to Yuanmow.
From Yuanmow. it proceeds to Tsuyung, where it crosses the
Canton-Tali line, thence to Kingtung. After Kingtung, it pro-
ceeds southwestward across the Lantsangkiang or Mekong River,
to Yunchow, thence turning southwestward, it follows a branch
of the Lukiang River to Mengting and ends on the frontier.
This line covers a distance of about 500 miles.

p. The Iden-Gartok Line

This line starts from Iden, and proceeds southward along
the Keriya River to Polu, thence following the caravan road up
the highland to Kuluk. From Kuluk, it proceeds southwestward
via Alasa and Tunglong to Xohho, where it meets the terminus of
the Lhasa-Nohho line. After Nohho, it skirts around the eastern
end of the Noh-tso Lake to Rudok and proceeds southwestward
to Demchok, on the Indus River. From Demchok, it proceeds
southeastward following the Indus River up to Gartok, where it
ends by joining the Lhasa-Laichiyaling line. This line covers a
distance of about 500 miles. This highland system totals about
11,000 miles.

PART VI.

The Establishment of Locomotive and Car Factories

The railways projected in the Fourth Program will total
about 62,000 miles; and those in the First and the Third Programs
about 14,000 miles, Besides these, there will be double tracks in
the various trunk lines, which will make up a grand total of no
less than 100,000 miles, as stated in the preliminary part of these
programs. With this 100,000 miles of railways to be constructed
in the coming ten years, the demands for locomotives and cars
will be tremendous. The factories of the world will be unable to
supply them, especially at this juncture of reconstruction after
the great world war. So the establishment of locomotive and

the; establishment of locomotive and car factories 135

car factories in China to supply our own demands of railway
equipment will be a necessary as well as a profitable undertaking.
China possesses unlimited supplies of raw materials and cheap
labor. What we need for establishing such factories is foreign
capital and experts. What amount of capital should be invested
in this project, I have to leave to experts to decide.

I suggest that four large factories should be started
simultaneously at the beginning — two on the coast and two on the
Yangtze. Of those on the coast, one should be at the Great
Northern Port, and the other at the Great Southern Port — Canton.
Of those on the Yangtze, one should be at Nanking and the other
at Hankow. All four are in centers of both land and water
communication, where skilled labor can easily be obtained. They
are also near our iron and coal fields. Besides these four great
factories, others should be established at suitable centers of iron
and coal fields when our railways will be more developed.

All the factories should be under one central control. The
locomotives and cars of our future railways should be standardized
so as to make possible the interchange of parts of machinery and
equipment. We should also adopt the standard gauge, that is, the
4 feet 8^ inch gauge, which has been adopted by most of the
railways of the world. In fact, almost all the railways hitherto
built in China are of this gauge. The purpose of the proposed
standardization is to secure the highest efficiency as well as the
greatest economy.

PROGRAM V.

In the preceding four programs, I dealt exclusively with the
development of the key and basic industries. In this one, I am
going to deal with the development of the main group of in-
dustries which need foreign help. By the main group of in-
dustries, I mean those industries which provide every individual
and family with the necessaries and comforts of life. Of course,
when the key and basic industries are developed, the various
other industries will spontaneously spring up all over the country,
in a very short time. This had been the case in Europe and
America after the industrial revolution. The development of the
key and the basic industries will give plenty of work to the
people and will raise their wages as well as their standard of
living. When wages are high, the price for necessaries and
comforts of life will also be increased. So the rise in wages will
be accompanied by the rise in the cost of living. Therefore, the
aim of the development of some of the main group of industries
is to help reduce the high cost of living when China is in the
process of international development, by giving to the majority
of the people plenty of the essentials and comforts of life as well
as higher wages.

It is commonly thought that China is the cheapest country
to live in. This is a misconception owing to the common notion
of measuring everything by the value of money. If we measure
the cost of living by the value of labor then it will be found that
China is the most expensive country for a common worker to
live in. A Chinese coolie, a muscular worker, has to work 14 to
16 hours a day in order to earn a bare subsistence. A clerk in a
shop, or a teacher in a village school cannot earn more than a
hundred dollars a year. And the farmer after paying their rents
and exchanging for a few articles of need with their produce have

( 136 )

THE FOOD INDUSTRY 137

to live from hand to mouth. Labor is very cheap and plentiful
but food and commodities of life are just enough to go round
for the great multitude of the four hundred millions in China in
an ordinary good year. In a bad year, a great number succumb
to want and starvation. This miserable condition among the
Chinese proletariat is due to the non-development of the country,
the crude methods of production and the wastefulness of labor.
The radical cure for all this is industrial development by foreign
capital and experts for the benefit of the whole nation. Europe
and America are a hundred years ahead of us in industrial
development ; so, in order to catch up in a very short time we
have to use their capital, mainly their machinery. If foreign
capital cannot be gotten, we will have to get at least their experts
and inventors to make for us our own machinery. In any case,
we must use machinery to assist our enormous man-power to
develop our unlimited resources.

In modern civilization, the material essentials of life are five,
namely : food, clothing, shelter, means of locomotion, and the
printed page. Accordingly I will formulate this program as
follows :

I. The Food Industry.
II. The Clothing Industry.

III. The Housing Industry.

IV. The Motoring Industry.
V. The Printing Industry.

PART I.

The Food Industry

The food industry should be treated under the following
headings :

a. The Production of Food.

b. The Storage and Transportation of Food.

c. The Preparation and Preservation of Food.

d. The Distribution and Exportation of Food.

138 THE INTERNATIONAL DEVELOPMENT OF CHINA

a. The Production of Food

Human foods are derived from three sources : the land, the
sea and the air. By far the most important and greatest in
quantity consumed is aerial food of which oxygen is the most
vital element. But this aerial food is abundantly provided by
nature, and no human labor is needed for its production except
that which is occasionally needed for the airman and the sub-
mariner. So this food is free to all. It is not necessary for us
to discuss it here. The production of food from the sea which
I have already touched upon when I dealt with the construction
of fishing harbors and the building of fishing crafts, will also
be left out here. It is the specific industries in the production
of food from land, which need foreign help that are to be
discussed here.

China is an agricultural country. More than half of its
population is occupied in the work of producing food. The
Chinese farmer is very skillful in intensive cultivation. He can
make the land yield to its utmost capacity. But vast tracts of
arable lands are lying waste in thickly populated districts for one
cause or other. Some are due to lack of water, some to too much
of it and some to the " dog in the manger " system,— the holding
up of arable land by speculators and land sharks for higher rents
and prices.

The land of the eighteen provinces alone is at present sup-
porting a population of four hundred millions. Yet there is still
room for development which can make this same area of land yield
more food if the waste land be brought under cultivation, and
the already cultivated land be improved by modern machinery
and scientific methods. The farmers must be protected and en-
couraged by liberal land laws by which they can duly reap the
fruits of their own labor.

In regard to the production of food in our international
development scheme, two necessary undertakings should be
carried out which will be profitable at the same time.

THE FOOD INDUSTRY 1 39

( i ) A scientific survey of the land.
(2) The establishment of factories for manufacturing
agricultural machinery and implements.

( 1 ) A scientific survey of the land. China has never been
scientifically surveyed and mapped out. The administration of
land is in the most chaotic state and the taxation of land is in
great confusion, thus causing great hardships on the poor
peasants and farmers. So, under any circumstance, the survey
of land is the first duty of the government to execute. But
this could not be done without foreign help, owing to lack of
funds and experts. Therefore, I suggest that this work be taken
up by an international organization. This organization should
provide the expenses of the work by a loan, and should carry out
the work with the required number of experts and equipment.
How much will be the expenses for the survey and what is the
amount of time required and how large an organization is suffi-
cient to carry on the work, and whether aerial survey by
aeroplanes be practical for this work are questions which I shall
leave to experts to decide.

When the topographical survey is going on a geological
survey may be carried out at the same time so as to economize
expenses. When the survey work is done and the land of each
province is minutely mapped out, we shall be able to re-adjust the
taxation of the already cultivated and improved land. As regards
the waste and uncultivated lands we shall be able to determine
whether they are suitable for agriculture, for pasture, for
forestry, or for mining. In this way, we can estimate their value
and lease them out to the users for whatever production that is
most suitable. The surplus tax of the cultivated land and the
proceeds of waste land will be for the payment of the interest
and principal of the foreign loan. Besides the eighteen provinces,
we have a vast extent of agricultural and pastural lands in
Manchuria, Mongolia, and Sinkiang, and a vast extent of
pastural land in Tibet and Kokonor. They will have to be

140 THE INTERNATIONAL DEVELOPMENT OE CHINA

developed by extensive cultivation under the colonization scheme,
which is alluded to in the first program.

(2) The establishment of factories for manufacturing
agricultural machinery and implements. When the waste land is
reclaimed, cultivated land improved and waste labor set to work
on the land, the demands for agricultural machinery and imple-
ments will be very great. As we have cheap labor and plenty of
iron and coal, it is better and cheaper for us to manufacture than
to import the implements and machinery. For this purpose, much
capital should be invested, and factories should be put up in
industrial centers or in the neighborhood of iron and coal fields,
where labor and material could be easily found.

b. The Storage and Transportation of Food

The most important foodstuff to be stored and transported is
grain. Under the present Chinese method, the storage of grain
is most wasteful for if kept in large quantities it is often destroyed
by insects or damaged by weather. It is only in small quantities
and by great and constant care that grains can be preserved for
a certain period of time. And the transportation of grains is
also most expensive for the work is mostly done on man's
shoulders. When the grains reach the waterway it is carried in a
most makeshift way, without the least semblance of system.
If the method of storing and transporting of grain be improved,
a great economic saving could be accomplished. I propose that a
chain of grain elevators be built all over the country and a
special transport fleet be equipped all along the waterways by
this International Development Organization. What will be the
capital for this project and where the elevators should be situated
have yet to be investigated by experts.

c. The Preparation and Preservation of Food

Hitherto the preparation of food is entirely by hand with a
few primitive implements. The preservation of food is either by
salt or sun heat. Mills and cannery method are scarcely known.

THE FOOD INDUSTRY I4I

I suggest that a system of rice mills should be constructed in all
the large cities and towns in the Yangtse Valley and South China
where rice is the staple food. Flour mills should be put up in
all large cities and towns north of the Yangtse Valley, where
wheat, oats, and cereals other than rice are the staple food.
All these mills should be under one central management so as to
produce the best economic results. What amount of capital
should be invested in this mill system by this international
development scheme should be subjected to detailed investigation.
In regard to the preservation of food, fruits, meats and
fishes should be preserved by canning or by refrigeration. If
the canning industry is developed there will be created a great
demand for tinplates. Therefore the establishment of tinplate
factories will be necessary and also profitable. Such factories
should be situated near the iron and tin fields. There are
many localities in south China where tin, iron, and coal are
situated near each other, thus providing ready materials for the
factories. The tinplate factories and the canneries should be
combined into one enterprise so as to secure best economic
results.

d. The Distribution and Exportation of Food

In ordinary good years, China never lacks food. There is a
common saying in China that " One year's tilling will provide three
years' wants/' In the richer sections of the country, the people
generally reserve three or four years food supply in order
to combat a bad year. But when China is developed and
organized as an economic whole, one year's food reserve should
be kept in the country for the use of the local people and the
surplus should be sent out to the industrial centers. As the
storage and transportation of food will be under a central
management so the distribution and exportation of food should
be under the same charge. All surplus grains of a country
district should be sent to the nearest town for storage and each
town or city should store one year's food. All the staple food

142 THE INTERNATIONAL DEVELOPMENT OF CHINA

should be sold only at cost price to the inhabitants according to
their number, by the distributing department. And the surplus
food should be exported to foreign countries where it is wanted
and where the highest price can be obtained by the export
department under the central management. Thus the surplus
food will not be wasted as hitherto under the prohibition law.
The proceeds of this export will surely amount to a huge sum
which will be used in the payment of the interest and principal
of the foreign loan invested in this undertaking.

We cannot complete this part of the food industry without
giving special consideration to the Tea and Soya industries. The
former, as a beverage, is well known throughout and used by the
civilized world and the latter is just beginning to be realized as an
important foodstuff by the scientists and food administrators.
Tea, the most healthy and delicious beverage of mankind, is
produced in China. Its cultivation and preparation form one of
the most important industries of the country. Once China was
the only country that supplied the world with tea. Now, China's
tea-trade has been wrested away from her by India and Japan.
But the quality of the Chinese tea is still unequalled. The Indian
tea contains too much tannic acid, and the Japanese tea lacks the
flavor which the Chinese tea possesses. The best tea is only
obtainable in China— the native land of tea. China lost her tea-
trade owing to the high cost of its production. The high cost of
production is caused by the inland tax as well as the export duty
and by the old methods of cultivation and preparation. If the
tax and duty are done away with and new methods introduced,
China can recover her former position in this trade easily. In
this International Development Scheme, I suggest that a system
of modern factories for the preparation of tea should be est-
ablished in all the tea districts, so that the tea should be prepared
by machinery instead of, as hitherto, by hand. Thus the cost of
production can be greatly reduced and the quality improved.
As the world's demand for tea is daily increasing and will be
more so by a dry United States of America, a project to supply
cheaper and better tea will surely be a profitable one.

THE CLOTHING INDUSTRY 143

Soya bean as a meat substitute was discovered by the
Chinese and used by the Chinese and the Japanese as a staple
food for many thousands of years. As meat shortage has been
keenly felt in carnivorous countries at present, a solution must
be found to relieve it. For this reason I suggest that in this
International Development Scheme we should introduce this
artificial meat, milk, butter and cheese to Europe and America,
by establishing a system of soya bean factories in all the large
cities of those countries, so as to provide cheap nitrogenous food
to the western people. Modern factories should also be establish-
ed in China to replace those old and expensive methods of pro-
duction by hand, so as to procure better economic results as well
as to produce better commodities.

PART II.

The Clothing Industry

The principal materials for clothes are silk, linen, cotton,
wool and animal skins. I shall accordingly deal with them under
the following headings :

a. The Silk Industry.

b. The Linen Industry.

c. The Cotton Industry.

d. The Woolen Industry.

e. The Leather Industry.

f. The Manufacturing of Clothing Machinery.

a. The Silk Industry-
Silk is a Chinese discovery and was used as a material for
clothes for many thousands of years before the Christian Era.
It is one of the important national industries of China. Up to
recent times, China was the only country that supplied silk to
the world. But now this dominant trade has been taken away
from China by Japan, Italy and France, because those countries
have adopted scientific methods for silk culture and manufacture,

144 THE INTERNATIONAL DEVELOPMENT OF CHINA

while China still uses the same old methods of many thousands
years ago. As the world's demand for silk is increasing daily,
the improvement of the culture and manufacture of silk will be a
very profitable undertaking. In this International Development
Scheme, I suggest first that scientific bureaus be established in
every silk district to give directions to the farmers and to provide
healthy silk-worm eggs. These bureaus should be under central
control. At the same time, they will act as collecting stations for
cocoons so as to secure a fair price for the farmers. Secondly,
silk filiatures with up-to-date machinery should be established
in suitable districts to reel the silk for home as well as for
foreign consumption. And lastly, modern factories should be
put up for manufacturing silk for both home and foreign
markets. All silk filiatures and factories should be under a
single national control and will be financed with foreign capital
and supervised by experts to secure the best economic results
and to produce better and cheaper commodities.

b. The Linen Industry

This is an old Chinese industry. In southern China there is
produced a kind of very fine linen in the form of ramie, known
as China-grass. This fiber if treated by modern methods and
machinery becomes almost as fine and glossy as silk. But in
China, so far as I know, there is not yet such new method and
machinery for the manufacturing of this linen. The famous
Chinese grass-cloth is manufactured by the old method of hand-
looms. I propose that new methods and machinery be introduced
into China by this International Development Organization to
manufacture this linen. A system of modern factories should be
established all over the ramie-producing districts in south China
where raw materials and labor are obtainable.

c. The Cotton Industry

Cotton is a foreign product which was introduced into
China centuries ago. It became a very important Chinese

THE CLOTHING INDUSTaY 145

industry during the hand-loom age. But after the import of
foreign cotton goods into China, this native handicraft industry
was gradually killed by the foreign trade. So, great quantities of
raw cotton are exported and finished cotton goods are imported
in large quantities into China. What an anomaly when we consider
the enormous, cheap labor in China ! However a few cotton
mills have been started recently in treaty ports which have
made enormous profits. It is reported that during the last
two or three years most of the Shanghai cotton mills declared a
dividend of ioo per cent and some even 200 per cent ! The
demand for cotton goods in China is very great but the supply
falls short. It is necessary to put up more mills in China
for cotton manufacturing. Therefore, I suggest in this Inter-
national Development Scheme to put up a system of large cotton
mills all over the cotton-producing districts under one central
national control. Thus the best economic results will be obtained
and cotton goods can be supplied to the people at a lower cost.

d. The Woolen Industry

Although the whole of Northwestern China — about two-
thirds of the entire country is a pastural land yet the woolen
industry has never been developed. Every year, plenty of raw
materials are exported from China on the one hand and plenty
of finished woolen goods imported on the other. Judging by the
import and export of the woolen trade the development of
woolen industry in China will surely be a profitable business. I
suggest that scientific methods be applied to the raising of sheep
and to the treatment of wool so as to improve the quality and
increase the quantity. Modern factories should be established
all over northwestern China for manufacturing all kinds of
finished woolen goods. Here we have the raw materials, cheap
labor and unlimited market. What we want for the develop-
ment of this industry is foreign capital and experts. This will
be one of the most remunerative projects in our International
Development Scheme, for the industry will be a new one and
there will be no private competitors on the field.

I46 THE INTERNATIONAL DEVELOPMENT OF CHINA

e. The Leather Industry

This will also be a new industry in China, despite the fact
that there are a few tanneries in the treaty ports. The export of
hides from and the import of leather goods into China are in-
creasing every year. So, to establish a system of tanneries and
factories for leather goods and foot-gear will be a lucrative
undertaking.

f. The Manufacturing of Clothing Machinery

The machinery for the manufacturing of various kinds of
clothing materials is in great demand in China. It is reported
that the orders for cotton mill machinery have been filled up for
the next three years from manufacturers in Europe and America.
If China is developed according to my programs, the demand for
machinery will be many times greater than at present and the
supply in Europe and America will be too short to meet it.
Therefore to establish factories for the manufacturing of cloth-
ing machinery is a necessary as well as a profitable undertaking.
Such factories should be established in the neighborhood of iron
and steel factories, so as to save expenses for transportation of
heavy materials. What will be the capital for this undertaking
should be decided by experts.

PART III.

The Housing Industry

Among the four hundred millions in China the poor still
live in huts and hovels, and in caves in the loess region of north
China while the middle and the rich classes live in temples.
All the so-called houses in China, excepting a few after western
style and those in treaty ports are built after the model of
a temple. When a Chinese builds a house he has more regard
for the dead than for the living. The first consideration of the

THE HOUSING INDUSTRY 147

owner is his ancestral shrine. This must be placed at the center
of the house, and all the other parts must be complement and
secondary to it. The house is planned not for comfort but for
ceremonies, that is, for " the red and white affairs,'' as they are
called in China. The " red affair " is the marriage or other
felicitous celebrations of any member of the family, and the
u white affair " is the funeral ceremonies. Besides the ancestral
shrine there are the shrines of the various household gods. All
these are of more importance than man and must be considered
before him. There is not a home in old China that is planned
for the comfort and convenience of man alone. So now when
we plan the housing industry in China in our International
Development Scheme, we must take the houses of the entire
population of China into consideration. " To build houses for
four hundred millions, it is impossible!'' some may exclaim.
This is the largest job ever conceived by man. But if China is
going to give up her foolish traditions and useless habits and
customs of the last three thousand years and begin to adopt
modern civilization, as our industrial development scheme is
going to introduce, the remodelling of all the houses according to
modern comforts and conveniences is bound to come, either
unconsciously by social evolution or consciously by artificial con-
struction. The modern civilization so far attained by western
nations is entirely an unconscious progress, for social and
economic sciences are but recent discoveries. But henceforth all
human progress will be more or less based upon knowledge, that
is upon scientific planning. As we can foresee now, within half
a century under our industrial development, the houses of all
China will be renewed according to modern comfort and con-
venience. Is it not far better and cheaper to rebuild the houses
of all China by a preconceived scientific plan than by none? I
have no doubt that if we plan to build a thousand houses at one
time it would be ten times cheaper than to plan and build one at
a time, and the more we build the cheaper terms we would get.
This is a positive economic law. The only danger in this is

I48 THE INTERNATIONAL DEVELOPMENT OF CHINA

over-production. That is the only obstacle for all production
on a large scale. Since the industrial revolution in Europe and
America, every financial panic before the world war was caused
by over-production. In the case of our housing industry in
China, there are four hundred million customers. At least fifty
million houses will be needed in the coming fifty years. Thus
a million houses a year will be the normal demand of the country.
Houses are a great factor in civilization. They give men
more enjoyment and happiness than food and clothes. More than
half of the human industries are contributing to household needs.
The housing industry will be the greatest undertaking of our
International Development Scheme, and also will be the most
profitable part of it. My object of the development of the
housing industry is to provide cheap houses to the masses. A
ten thousand dollar house now built in the treaty port can be
produced for less than a thousand dollars and yet a high margin
of profit can be made. In order to accomplish this we have to
produce, transport, and distribute the materials for construction.
After the house is finished, all household equipment must be
furnished. Both of these will be comprised in the housing
industry which I shall formulate as follows :

a. The Production and Transportation of Building Materials.

b. The Construction of Houses.

c. The Manufacturing of Furniture.

d. The Supply of Household Utilities.

a. The Production and Transportation of Building

Materials

The building materials are bricks, tiles, timber, skeleton
iron, stone, cement and mortar. Each of these materials must
be manufactured or cut out from raw materials. So kilns for
the manufacture of tiles and bricks must be put up. Mills for
timbers must be established, also factories for skeleton irons.
Quarries must be opened and factories for cement and mortar

THE HOUSING INDUSTRY 149

must be started. All these establishments must be put up at
suitable districts where materials and markets are near one
another. All should be under one central control so as to
regulate the output of each of these materials in proportion to
the demand. After the materials are ready they must be trans-
ported to the places where they are wanted by special bottoms on
waterways, and by special cars on railways so as to reduce the
cost as low as possible. For this purpose special boats and cars
must be built by the shipbuilding department and the car factory.

b. The Construction of Houses

The houses to be built in China will comprise public buildings
and private residences. As the public buildings are to be built
with public funds for public uses which will not be a profitable
undertaking, a special Government Department should therefore be
created to take charge. The houses that are to be built under this
International Development Scheme will be private residences only
with the object to provide cheap houses for the people, as well as
to make profit for this International concern. The houses will
be built on standardized types. In cities and towns the houses
should be constructed on two lines: the single family and the
group family houses. The former should again be sub-divided
into eight-roomed, ten-roomed and twelve-roomed houses, and
the latter into ten-family, hundred-family and thousand-family
houses, with four or six rooms for each family. In the country
districts the houses should be classified according to the occupation
of the people, and special annexes such as barns and dairies should
be provided for the farmers. All houses should be designed and
built according to the needs and comfort of man; so a special
architectural department should be established to study the habits,
occupations and needs of different people and make improvements
from time to time. The construction should be performed as
much as possible by labor-saving machinery so as to accelerate
work and save expenses.

150 THE INTERNATIONAL DEVELOPMENT OF CHINA

c. The Manufacturing of Furniture

As all houses in China should be remodelled all furniture
should be replaced by up-to-date ones, which are made for the
comfort and needs of man. Furniture of the following kinds
should be manufactured: the library, the parlor, the bedroom,
the kitchen, the bathroom and the toilet. Each kind should be
manufactured in a special factory under the management of the
International Development Organisation.

d. The Supply of Household Utilities

The household utilities are water, light, heat, fuel and
telephones. Except in treaty ports, there is no water-supply
system in any of the cities and towns of China. Even many
treaty ports possess none as yet. In all the large cities, the people
obtain their water from rivers which at the same time act as
sewage. The water supply of the large cities and towns in China
is most unsanitary, (i) It is an urgent necessity that water
supply systems should be installed in all cities and towns in
China without delay. Therefore special factories for equipping
the water system should be established in order to meet the
needs. (2) Lighting plants should be installed in all the cities
and towns in China. So factories for the manufacture of the ma-
chinery lighting plants should be established. (3) Modern heating
plants should be installed in every household, using either electrici-
ty, gas, or steam. So the manufacturing of heating equipment is
a necessity. Factories should be established for this purpose. (4)
Cooking fuel is one of the most costly item in the daily needs of
the Chinese people. In the country the people generally devote ten
per cent of their working time to gathering fire woods. In town the
people spend about twenty per cent of their living expenses for
fire wood alone. Thus this fire wood question accumulates into
a great national waste. The fire wood and grass as a cooking
fuel must be substituted by coal in the country districts, and by
gas or electricity in towns and cities. In order to use coal, gas

THE MOTORING INDUSTRY 151

and electricity, proper equipment must be provided. So factories
for the manufacturing of coal gas, and electricity, stoves for
every family must be established by this International Develop-
ment Organization. (5) Telephones must also be supplied to
every family in the cities as well as in the country. So factories
for manufacturing the equipment must be put up in China, in
order to render them as cheap as possible.

PART IV.

The Motoring Industry

The Chinese are a stagnant race. From time immemorial a
man is praised for staying at home and caring for his immediate
surroundings only. Laotse — a contemporary of Confucius — says :
"The good people are those who live in countries so near to each
other that they can hear each other's cock crow and dog bark and
yet they never have had intercourse with each other during their
life time." This is often quoted as the Golden Age of the
Chinese people. But in modern civilization the condition is
entirely changed. Moving about occupies a great part of a
man's life time. It is the movement of man that makes civiliza-
tion progress. China, in order to catch up with modern
civilization, must move. And the movement of the individual
forms an important part of the national activity. A man must
move whenever and wherever he pleases with ease and rapidity.
However, China, at present, lacks the means of facility for
individual movement, for all the old great highways were ruined
and have disappeared, and the automobile las not yet been
introduced into the interior of the country. The motor car, a
recent invention, is a necessity for rapid movement. If we wish
to move quickly and do more work, we must adopt the motor
car as a vehicle. But before we can use the motor car, we have
to build our roads. In the preliminary part of this International
Development Scheme, I proposed to construct one million miles
of roads. These should be apportioned according to the ratio of

152 THE INTERNATIONAL DEVELOPMENT OF CHINA

population in each district for construction. In the eighteen
provinces of China Proper, there are nearly 2,000 hsiens. If all
parts of China are to adopt the hsien administration, there will
be nearly 4, coo hsiens in all. Thus the construction of roads
for each hsien will be on an average of 250 miles. But some of
the hsiens have more people and some have less. If we divide
the million miles of roads by the four hundred million people, we
shall have one mile to every hundred. For one hundred people
to build one mile of road is not a very difficult task to accomplish.
If my scheme of making road-building as a condition for granting
local autonomy is adopted by the nation, we shall see one million
miles of road built in a very short time as if by a magic wand.

As soon as the people of China decide to build roads, this
International Development Organization can begin to put up
factories for manufacturing motor cars. First start on a small
scale and gradually expand the plants to build more and more
until they are sufficient to supply the needs of the four hundred
million people. The cars should be manufactured to suit
different purposes, such as the farmers' car, the artisan's car, the
business man's car, the tourists' car, the truck car, etc. All these
cars, if turned out on a large scale, can be made much cheaper
than at present, so that every body who wishes it, may have one.

Besides supplying cheap cars, we must also supply cheap
fuel, otherwise the people will still be unable to use them. So
the development of the oil fields in China should follow the
motor car industry. This will be dealt with in more detail under
the mining industry.

PART V.
The Printing Industry

This industry provides man with intellectual food. It is a
necessity of modern society, without which mankind cannot
progress. All human 'activities are recorded, and all human
knowledge is stored in printing. It is a great factor of

THE PRINTING INDUSTRY 153

civilization. The progress and civilization of different nations of
the world are measured largely by the quantity of printed matter
they turn out annually. China, though the nation that invented
printing, is very backward in the development of its printing
industry. In our International Development Scheme, the printing
industry must also be given a place. If China is developed
industrially according to the lines which I suggested, the demand
for printed matter by the four hundred millions will be exceed-
ingly great. In order to meet this demand efficiently, a system
of large printing houses must be established in all large cities in
the country, to undertake printing of all kinds from newspapers
to encyclopaedia. The best modern books on various subjects in
different countries should be translated into Chinese and
published in cheap edition form for the general public in China.
All the publishing houses should be organized under one common
management, so as to secure the best economic results.

In order to make printed matter cheap, other subsidiary
industries must be developed at the same time. The most
important of these is the paper industry. At present all the
paper used by newspapers in China is imported. And the
demand for paper is increasing every day. China has plenty of
raw materials for making paper, such as the vast virgin forests
of the north-western part of the country, and the wild reeds of
the Yangtse and its neighboring swamps which would furnish the
best pulps. So, large plants for manufacturing papers should be
put up in suitable locations. Besides the paper factories, ink
factories, type foundries, printing machine factories, etc. should
be established under a central management to produce everything
that is needed in the printing industry.

PROGRAM VI.

The Mining Industry

Mining and farming are the two most important means of
producing raw materials for industries. As farming is to produce
food for man, so mining is to produce food for machinery.
Machinery is the tree of modern industries, and the mining
industry is the root of machinery. Thus, without the mining
industry there would be no machinery, and without machinery
there would be no modern industries which have revolutionized
the economic conditions of mankind. The mining industry, after
all, is the greatest factor of material civilization and economic
progress. Although in the fifth part of the first program I
suggested the development of the iron and coal fields in Chihli
and Shansi as an auxiliary project for the development of the
Great Northern Port, still, a special program should be devoted
to mining in general. The mineral lands of China belong to
the state, and mining in China is still in its infancy. So to
develop the mining industry from the outset as a state enterprise
would be a sound economic measure. But mining in general is
very risky and to enlist foreign capital in its development in a
wholesale manner is unadvisable. Therefore, only such mining
projects which are sure to be profitable will be brought under
the International Development Scheme. I shall formulate this
mining program as follows :

I. The Mining of Iron.
II. The Mining of Coal.

III. The Mining of Oil.

IV. The Mining of Copper.

V. The Working of Some Particular Mines.
VI. The Manufacture of Mining Machinery.
VH. The Establishment of Smelting Plants.

( i54 )

THE MINING OF IRON AND THE MINING OE COAL 155

PART I.

The Mining of Iron

Iron is the most important element in modern industries.
Its deposits are found in great quantities in certain areas and can
be easily mined. The iron mines should be worked absolutely as
a state property. Besides the Chihli and Shansi iron mines, the
other iron fields must also be developed. There are very rich
deposits in the southwestern provinces, the Yangtse Valley and
the northwestern provinces in China Proper. Sinkiang, Mongo-
lia, Manchuria, Kokonor, and Tibet also possess large deposits of
iron. We have the Han Yeh Ping Iron and Steel Works in the
Yangtse Valley and the Pen Chi Hu Iron and Steel Works in
South Manchuria, both of which are largely capitalized by Japan
and are working very profitably lately. There should be similar
works in the vicinity of Canton, the Great Southern Port, and
also in Szechuen, and Yunnan, where iron and coal are found side
by side. The iron deposits in Sinkiang, Kansu, Mongolia etc.,
must also be developed one after the other, according to the
needs of the locality. Iron and Steel Works must be put up in
each of these regions to supply the local demand for manufactured
iron. W'hat amount of capital should be invested in these
additional iron and steel works must be thoroughly investigated
by experts. But I should say that a sum equal to or double
the amount to be invested in the Chihli and Shansi iron and steel
works will not be too much, because of the great demand which
will result in the development of China.

PART II.
The Mining of Coal

China is known to be the country most rich in coal deposits,
yet her coal fields are scarcely scratched. The output of coal in
the United States is about six hundred million tons a year. If
China is equally developed she should, according to the proportion

156 the; international development of china

of her population, have an output of four times as much coal as
the United States. This will be the possibility of coal mining in
China for which the International Development Organization is
to undertake. As coal deposits are found in great quantities in
certain areas so its output can be estimated quite accurately
beforehand. Thus, the risk is of no consideration and the profit
is sure. But as coal is a necessity of civilized community and
the sinews of modern industries, the principal object for mining
should not be for profit alone, but for supplying the needs of
mankind. After the payment of interest and capital of the
foreign loans for its development, and the securing of high wages
for the miners, the price of coal should be reduced as low as
possible so as to meet the demands of the public as well as to give
impetus to the development of various industries. I suggest that
besides the mining of coal for the iron and steel works, a plan
for producing two hundred million tons of coal a year for other
uses should be formed at the start. Mines should be opened along
the seaboard and navigable rivers. As Europe is now seeking
coal from China this amount will not be over-production from
the beginning. A few years later when the industries of China
will be more developed more coal will be needed. How much
capital will be required and what mines are to be worked, have
to be submitted to scientific investigation under expert direction.
Besides coal mining, the coal products industry must be
developed under the same management. This is a new industry
without any competition and has an unlimited market in China.
Great profits will be assured on the capital invested.

PART III.
The Mining of Oil

It is well-known that the richest company in the world is the
Standard Oil Company of New York, and that the richest man
in the world is Rockefeller, organizer of this company. This
proves that oil mining is a most profitable business. China is

THE MINING OF COPPER 157

known to be a very rich oil-bearing country. Oil springs are
found in the provinces of Szechuen, Kansu, Sinkiang, and Shensi.
How vast is the underground reservoir of oil in China is not yet
known. But the already known oil springs have never been
worked and made use of, while the import of kerosene, gasoline,
and crude oil from abroad is increasing every year. When
China is developed as a motoring country, the use of gasoline
will be increased a thousand-fold, then the supply from the
foreign fields will not be able to meet the demands, as shortage
of oil is already felt in Europe and America. The mining of oil
in China will soon become a necessity. This enterprise should
be taken up by the International Development Organization for
the state. Production on a large scale should be started at once.
Pipe line systems should be installed between oil districts and
populous and industrial centers in the interior and also river and
sea ports. What amount of capital should be invested in the
project will have to be investigated by experts.

PART IV.

The Mining of Copper

The copper deposits, like iron ores, are found in great
quantities in different places. So the quantity of ores in each
mine can be accurately estimated before it is opened and its
working generally runs no risk. Thus, the mining of copper
should be taken up as a government enterprise, as was always
the case in China, and financed and worked by the International
Development Organization. The richest copper deposits in China
are found along the border of Szechuen and Yunnan on the
Yangtse River. The government copper mine in Chaotung, in the
northeastern corner of Yunnan, has been working for many
centuries. Cash, the standard currency of China, were made
mostly of the copper from Yunnan province. The currency still
absorbs an enormous quantity of copper. Owing to the
difficulty of transporting the Yunnan copper, most of the metal

I58 THE INTERNATIONAL DEVELOPMENT OF CHINA

for currency is being imported from foreign countries. Besides
currency, copper is very commonly used for many other
purposes and when the industries in China are developed the
demand will increase a hundred times. So the demand for this
metal will be very great in the market of China alone. I suggest
that production on a large scale should be adopted and modern
plants should be installed in copper mines. How much capital
to be invested in this enterprise should be decided by experts
after careful investigation.

PART V.

The Working of Some Particular Mines

In regard to the mining of various kinds of metals, some
particular mines should be taken up by the International Develop-
ment Organization. There are many famous mines in China
which have been worked for many centuries by hand, such as the
Kochui tin mine in Yunnan, the Moho gold mine in Heilungkiang,
and the Khotan jade mine in Sinkiang. All these mines are
known to have very rich deposits, — the deeper the richer.
Hitherto only the surface parts of those mines have been worked
and the larger deposits are still untouched, owing to the lack of
means of getting rid of the water. Some of the mines are still in
the hands of the Government, while others have been given up to
private concerns. If modern machinery is adopted the mines
should revert to the Government so as to secure economy in
working. Many discarded mines of this kind should be
thoroughly investigated, and if found profitable, work should be
resumed under the International Development scheme. All
future mining, other than government enterprise, should be leased
to private concerns on contract, and when the term is up, the
government has the option to take them over, if found profitable
as a state property. Thus all profitable mines will be socialized
in time and the profit will be equally shared by all the people in
the country.

THE MANUFACTURE 0E MINING MACHINERY I59

PART VI.
The Manufacture of Mining Machinery-
Most of the metal deposits of the earth are in small quantities
and scattered far and wide in various places. Most of the
mining enterprises resemble farming in that it is more profitable
to work by individuals and small parties. As such is the case,
most of the mining enterprises have to be worked out by private
concerns. In order to accelerate the development of mining,
more liberal laws should be adopted; education and information
should be given freely by experts employed by the state; and
encouragement and financial assistance should be given by the state
and private banks. The part that the International Development
Organization should take in general mining enterprises is to
manufacture all kinds of mining tools and machinery, and to
supply them to the miners at low cost, either on cash or on credit.
By distributing tools and machinery to the surplus workers in
China, the mining industry would be developed by leaps and
bounds. And the more the mining industry is developed the more
will be the demand for tools and machinery. Thus the profits
for the manufacturing concerns would be limitless, so to speak.
Of course, the factories should be started on a small scale and be
extended gradually according to the ratio of the development of
the mining industry. I suggest that the first factory of this kind
should be established at Canton, the seaport of the south-western
mining region, where raw materials and skilled labor can be
easily obtained. The other factories should be established in
Hankow and the Great Northern Port afterwards.

PART VII.

The Establishment of Smelting Plants

Smelting plants for various kinds of metals should be put up
in all mining districts to turn ore into metals. These smelting
plants should be conducted under the cooperative system. At

l60 THE INTERNATIONAL DEVELOPMENT OF CHINA

first, a reasonable price should be paid to the miner when the ore
is collected. Afterwards, when the metal is sold, either at home
or in foreign markets, the smelting works will take a share of the
profit to cover the expenses, the interest, the sinking fund, etc.
The surplus profit should be divided among the workers accord-
ing to their wages, and among the capitalists according to the
proportion of ore they contribute to the furnace. In this way
we can encourage private mining enterprise which forms the root
of other industries. All smelting works should be put up ac-
cording to local needs and their scale should be determined by
experts, and managed under a central control.

Conclusion

In this International Development Scheme, I venture to
present a practical solution for the three great world questions
which are the International War, the Commercial War and the
Class War. As it has been discovered by post-Darwin philoso-
phers that the primary force of human evolution is cooperation
and not struggle as that of the animal world, so the fighting
nature, a residue of the animal instinct in man, must be eliminated
from man, the sooner the better.

International war is nothing more than pure and simple
organized robbery on a grand scale, which all right-minded people
deplore. When the United States of America turned the recent
European conflict into a world war by taking part in it, the
American people to a man determined to make this war end
war forever. And the hope of the peace-loving nations in the
world was raised so high that we Chinese thought that the
"Tatung" or the Great Harmony Age was at hand. But un-
fortunately, the United States has completely failed in peace,
inspite of her great success in war. Thus, the world has been
thrown back to the pre-war condition again. The scrambling
for territories, the struggle for food, and the fighting for raw
materials will begin anew. So instead of disarmament there is
going to be a greater increase in the armies and navies of the

CONCLUSION' l6l

once allied powers for the next war. China, the most rich and
populous country in the world, will be the prize. Some years
ago there was great inclination among the Powers to divide China
and Imperial Russia actually took steps to colonize Manchuria.
But the then chivalrous Japan went to war with Russia and thus
saved China from partition. Now the militaristic policy of
Japan is to swallow China alone. So long as China is left to the
tender mercy of the militaristic powers she must either succumb
to partition by several powers or be swallowed up by one power.

However, the tide of the world seems to be turning. After
centuries of sound slumber, the Chinese people at last are waking
up and realizing that we must get up and follow in the world's
progress. Now we are at the parting of the way. Shall we
organize for war or shall we organize for peace? Our militarists
and reactionaries desire the former, and they are going to
Japanize China, so that when the time comes they will start
another Boxer Movement once more to defy the civilized world.
But as the founder of the Chung Hwa Min Kuo — the Chinese
Republic — I desire to have China organized for peace. I, there-
fore, begin to utilize my pen, which I hope would prove even
mightier than the sword that I used to destroy the Manchu
Dynasty, to write out these programs for organizing China for
peace.

During the course of my writing, these programs have been
published in various magazines and newspapers time after time
and are being spread all over China. They are welcome every-
where and by everyone in the country. So far there is not a
word expressed in disfavor of my proposition. The only anxiety
ever expressed regarding my scheme is where we can obtain such
huge sums of money to carry out even a small part of this
comprehensive project. Fortunately, however, soon after the
preliminary part of my programs has been sent out to the
different governments and the Peace Conference, a new Con-
sortium was formed in Paris for the purpose of assisting China in
developing her natural resources. This was initiated by the

l62 THE INTERNATIONAL DEVELOPMENT OF CHINA

American Government. Thus we need not fear the lack of
capital to start work in our industrial development. If the
Powers are sincere in their motive to cooperate for mutual
benefit, then the military struggle for material gain in China
could eventually be averted. For by cooperation, they can
secure more benefits and advantages than by struggle. The
Japanese militarists still think that war is the most profitable
national pursuit, and their General Staff keeps on planning a war
once in a decade. This Japanese illusion was encouraged and
strengthened by the campaign of 1894 against China, a cheap and
short one but rich in remuneration for Japan ; also by the cam-
paign of 1904 against Russia which was a great success to the
Japanese, and its fruit of victory was no less in value; finally
by the campaign of 1914 against Germany which formed her
part in the world war Japan took. Although Japan took the
smallest part in the world war and expended the least in men and
money, yet the fruit of her victory was Shantung, a territory as
large as Roumania before the war, with a population as numerous
as that of France. With such crowning results in every war
during the last thirty years no wonder the Japanese militarists
think that the most profitable business in this world is War.

The effect of the last war in Europe proves, however, just
the contrary. An aggresive Germany lost entirely her capital
and interest, plus something more, while victorious France
gained practically nothing. Since China is awake now, the next
aggression from Japan will surely be met by a resolute resistance
from the Chinese people. Even granted that Japan could conquer
China, it would be an impossibility for Japan to govern China
profitably for any period of time. The Japanese financiers
possess better foresight than their militarists as was proved
during the dispute of the Manchurian and the Mongolian
reservations when the former prevailed over the latter thus
causing the Japanese Government to give up her monopoly of
these territories to the new Consortium, in order to cooperate
with the other powers. We, the Chinese people, who desire to

CONCLUSION 163

organize China for peace will welcome heartily this new Con-
sortium provided it would carry out the principles which are
outlined in these programs. Thus, cooperation of various nations
can be secured and the military struggle for individual and
national gain will cease forever.

Commercial war, or competition, is a struggle between the
capitalists themselves. This war has no national distinction. It
is fought just as furiously and mercilessly between countries as
well as within the country. The method of fighting is to under-
sell each other, in order to exhaust the weaker rivals so that the
victor may control the market alone and dictate terms to the
consuming public as long as possible. The result of the com-
mercial war is no less harmful and cruel to the vanquished foes
than an armed conflict. This war has become more and more
furious every day since the adoption of machinery for production.
It was once thought by the economists of the Adam Smith school
that competition was a benificent factor and a sound economic
system, but modern economists discovered that it is a very waste-
ful and ruinous system. As a matter of fact, modern economic
tendencies work in a contrary direction, that is, toward con-
centration instead of competition. That is the reason why the
trusts in America flourish inspite of the anti-trust law and the
public opinion which aim at suppressing them. For trusts, by
eliminating waste and cutting down expenses can produce much
cheaper than individual producers. Whenever a trust enters into
a certain field of industry, it always sweeps that field clean of
rivals, by supplying cheap articles to the public. This would
prove a blessing to the public but for the unfortunate fact that
the trust is a private concern, and its object is to make as much
profit as possible. As soon as all rivals are swept clean from the
field of competition, the trust would raise the price of its articles
as high as possible. Thus the public is oppressed by it. The
trust is a result of economic evolution, therefore it is out of
human power to suppress it. The proper remedy is to have it
owned by all the people of the country. In my International

164 THE INTERNATIONAL DEVELOPMENT OE CHINA

Development scheme, I intend to make all the national industries
of China into a Great Trust owned by the Chinese people, and
financed with international capital for mutual benefit. Thus
once for all, commercial war will be done away with in the largest
market of the world.

Class war is a struggle between labor and capital. The war
is at present raging at its full height in all the highly developed
industrial countries. Labor feels sure of its final victory while
capitalists are determined to resist to the bitter end. When will
it end and what will be the decision no one dares to predict.
China, however, owing to the backwardness of her industrial
development, which is a blessing in disguise, in this respect, has
not yet entered into the class war. Our laboring class, commonly
known as coolies, are living from hand to mouth and will there-
fore only be too glad to welcome any capitalist who would even
put up a sweat shop to exploit them. The capitalist is a rare
specimen in China and is only beginning to make his appearance
in the treaty ports.

However, China must develop her industries by all means.
Shall we follow the old path of western civilization ? This old
path resembles the sea route of Columbus' first trip to America.
He set out from Europe by a south-westerly direction through
the Canary Islands to San Salvador, in the Bahama Group. But
nowadays navigators take a different direction to America and
find that the destination can be reached by a distance many times
shorter. The path of western civilization was an unknown one
and those who went before groped in the dark as Columbus did
on his first voyage to America. As a late comer, China can
greatly profit in covering the space by following the direction
already charted by western pioneers. Thus we can foresee that
the final goal of the westward-ho in the Atlantic is not India but
the New World. So is the case in the economic ocean. The
goal of material civilization is not private profit but public profit.
And the shortest route to it is not competition but co-operation.
In my International Development Scheme, I propose that the

CONCLUSION 165

profits of this industrial development should go first to pay the
interest and principal of foreign capital invested in it ; second to
give high wages to labor; and third to improve or extend the
machinery of production. Besides these provisions the rest of
the profit should go to the public in the form of reduced prices in
all commodities and public services. Thus, all will enjoy, in the
same degree, the fruits of modern civilization. This industrial
development scheme which is roughly sketched in the above six
programs is a part of my general plan for constructing a New
China. In a nutshell, it is my idea to make capitalism create
socialism in China so that these two economic forces of human
evolution will work side by side in future civilization.

APPENDIX I.

Preliminary Agreement Providing for the Financing and

Construction or the Railway from Canton to

Chungking with Extension to Lanchow

This Agreement is made at Shanghai on the fourth day of
the seventh month of the second year of the Republic of China
being the fourth day of July, 1913, and the contracting parties
are: The Chinese National Railway Corporation (hereinafter
termed "the Corporation") duly authorized in virtue of the
Presidential Mandate of the ninth day of the ninth month of
the Republic of China being the ninth day of September, 1912,
and in virtue of the Charter of the Corporation duly promulgated
by a Presidential Mandate of the thirty-first day of the third
month of the second year of the Republic of China being the
thirty-first day of March, 1913, on the one part and Messrs.
Pauling and Company, Limited, of 26 Victoria Street, London,
S. W. (hereinafter termed "the Contractors") on the other
part.

Now it is Hereby Agreed by and between the parties hereto
as follows :

ARTICLE I.

The Contractors, or their Assigns, agree to issue on behalf
of the Government of the Republic of China a sterling Loan,
bearing interest at the rate of five per cent per annum, (herein-
after referred to as "the Loan") for such an amount as may be
mutually estimated to be necessary for the completion of the
Railway from Canton to Chungking.

The Loan shall be of the date on which the first series of
Bonds are issued and shall be called "The Chinese National
Railways Government five per cent Gold Loan of 1912 for the
Canton Chungking Railway."

11 APPENDIX I.

ARTICLE II.

The proceeds of the Loan are designed for the construction
and equipment of the Railway from Canton to Chungking (here-
inafter called "the Railway") and for all necessary expenditure
appertaining thereto as may be arranged in the Detailed Agree-
ment, referred to in Article 17.

ARTICLE III.

The payment of the interest and the redemption of the
Capital of the Loan are guaranteed by the Government of the
Republic of China and by a special lien upon the Canton Chung-
king Railway.

This special lien constitutes a first mortgage in favour of the
Contractors, acting on behalf of the Bondholders, upon the
Railway itself, as and when constructed, and on the revenue of
all descriptions derivable therefrom, and upon all materials, rolling
stock and buildings of every description purchased or to be
purchased for the Railway.

Should there be default in payments on the dates fixed of
all or part of the half yearly interest or amortization payments,
the Contractors shall have the right to exercise on behalf of the
Bondholders all the rights of action which accrue to them from
the special mortgage.

ARTICLE IV.

During the time of construction of the Railway the interest
on the Bonds and on any advances made by the Contractors shall
be paid from the proceeds of the Loan. The accruing interest
from any proceeds of the Loan not used during the period of
construction, and the earnings derived by the Corporation from
the working of any sections of the Railway as they are built, are
to be used to make up the amount required for the payment of
the said interest, and if any deficiency remains it is to be met
from the proceeds of the Loan.

APPENDIX I. Ill

When the construction of the Railway is wholly completed,
the interest on the Bonds is to be paid from the income or
earnings of the Railway received by the Corporation, in such
manner and on such dates as may be provided for in the Detailed
Agreement provided for in Article 17 of this Agreement.

If, at any time, the earnings of the Railway, together with
the funds available from the proceeds of the Loan, are not suf-
ficient to meet the interest on the Bonds and the repayment of
the capital in accordance with the Amortization Schedule to be
attached to the Detailed Agreement, the Government of the
Republic of China, in approving of this Agreement, uncondition-
ally undertakes and promises to pay the principal of the Loan
and the interest of the Loan on the due dates to be fixed therefor
in the Detailed Agreement provided for in Article 17 of this
Agreement.

ARTICLE V.

The Bonds shall be Bonds of the Government of the Republic
of China.

ARTICLE VI.

The Loan shall be issued to the public in two or more series
of Bonds, the first issue to be made to the amount of from one to
two million pounds sterling as soon as possible after the signature
of the Detailed Agreement referred to in Article 17 of this
Agreement. The issue price of the Bonds shall be fixed by the
Corporation and the Contractors sometime before the issue, taking
the last price of similar Bonds as a basis for fixing the market
price. The price payable to the Corporation shall be the actual
rate of issue to the public less a sufficient amount to cover the
cost of stamps on the Bonds in the various countries of issue,
provided always that at least fifty per cent of the Bonds shall be
issued in England, plus floatation charges of four per cent retain-
able by the Contractors (that is to say, a charge of four pounds
for every one hundred pound Bond issued).

iv APPENDIX I.

After the Detailed Agreement referred to in Article 17 is
settled, and pending the issue of the Loan, the Contractors shall
deposit the sum of fifty thousand pounds with the issuing Bank
to the Canton Chungking Railway account, and this amount can
be drawn on by the Corporation for survey and other necessary
expenses authorized by the Managing Director against certificates
signed by the Chief Accountant and Chief Engineer. This sum
of fifty thousand pounds shall bear interest at the rate of five
per cent per annum and shall be refunded out of the proceeds of
the Loan.

ARTICLE VII.

The proceeds of the Loan shall be deposited with the issuing
Bank, to be nominated and guaranteed by the Contractors, to the
credit of a Canton Chungking Railway Account on such terms as
may be mutually arranged in the Detailed Agreement referred to
in Article 17.

When the work of construction is ready to begin a sum
equal to the estimated expenditure in China for six months shall
be transferred to a Bank in China to be mutually agreed upon and
there placed to the credit of a Canton Chungking Railway Account
to be operated upon by the Corporation under certificates signed
by the Chief Accountant and the Chief Engineer. This amount
of estimated expenditure for six months shall be maintained by
subsequent monthly transfers so that, as far as possible, there
shall always be six months estimated expenditure in China on
deposit in a Bank in China to be mutually agreed upon.

ARTICLE VIII.

Immediately after the signing of the Detailed Agreement, the
Corporation will establish a Head Office at Canton for the Canton
Chungking Railway. This Office will be under the direction of
a Chinese Managing Director to be appointed by the Corporation,
with whom will be associated a British Engincer-in-Chief and a

APPENDIX I.

British Firm of Public Accountants, of recognized standing,
whose representative shall be Chief Accountant (hereinafter
called " the Chief Accountant "). These British Employes shall
be nominated by the Corporation and the Contractors, jointly,
and shall be appointed by the Corporation. Their dismissal shall
take place, only, with the joint approval of the Corporation and
the Contractors.

It is understood that the duties to be performed by these
employes are intended to promote the mutual interests of the
Corporation and the Bondholders respectively, and it is therefore
agreed that all cases of difference arising therefrom shall be
referred for amicable adjustment between the Corporation and
the Representative of the Contractors. The salaries and other
terms of Agreement of the Engineer-in-Chief and the Chief
Accountant shall be arranged between the Corporation and the
Contractors; and the amount of their salaries, etc., shall be paid
out of the general accounts of the Railway.

For all important technical appointments for the operation
of the Railway, Europeans of experience and ability shall be
engaged and wherever competent Chinese are available, they shall
be employed. All such appointments shall be made, and their
functions defined, by the Managing Director and the Engineer-in-
Chief in consultation, and shall be submitted for the approval of
the Corporation ; similar procedure shall be followed in the case
of Europeans employed in the Chief Accountant's department.
In the event of the misconduct, or the incompetancy of these
European employes, their services may be dispensed with by the
Managing Director, after consultation with the Engineer-in-Chief,
and subject to the sanction of the Corporation. The form of
Agreements made with these European Employes shall conform
to the usual practice.

The accounts of the receipts and the disbursements of the
Railway's construction and operation, shall be in Chinese and
English in the department of the Chief Accountant, whose duty
it shall be to organize and supervise the same, and to report

VI APPENDIX I.

thereon for the information of the Corporation through the
Managing Director, and of the Contractors as representing the
Bondholders. All receipts and payments shall be certified by the
Chief Accountant and authorized by the Managing Director.

For the general technical staff of the Railway, after com-
pletion of construction, the necessary arrangements shall be made
by the Managing Director in consultation with the Engineer-in-
Chief, and reported to the Corporation in due course.

The duties of the Engineer-in-Chief shall consist in the
efficient and economical maintenance of the Railway, and the
general supervision thereof in consultation with the Managing
Director. The duties of the Chief Engineer during construction
shall be set forth in the Detailed Agreement, referred to in
Article 17 of this Agreement.

The Engineer-in-Chief shall always give courteous considera-
tion to the wishes and instructions of the Corporation, whether
conveyed directly or through the Managing Director, and shall
always comply therewith, having at the same time due regard to
the efficient construction and maintenance of the Railway.

A school for the education of Chinese in Railway matters
shall be established by the Managing Director subject to the
approval of the Corporation.

ARTICLE IX.

The Contractors shall construct and equip the Railway and
shall receive as remuneration a sum equal to seven per cent on
the actual cost of the construction and equipment of the Railway.
The term " Equipment " shall be held to include in its meaning
all requirements necessary for the operation of the Railway and
shall therefore include Rolling Stock and Locomotives sufficient
for operation.

It is clearly understood that the term "Equipment" does not
include any purchases made for the Railway after it has been
completely constructed and equipped and handed over ready for
operation.

APPENDIX 1. Vll

It is further clearly understood that the cost of land pur-
chased for the Railway, the salaries of the Managing Director,
Chief Accountants, Chief Engineer, and the cost of their offices
and staff shall not be included in the meaning of the terms
"construction and equipment."

The Contractors shall have the option of constructing on the
same terms the proposed extension of the Railway to Lanchow in
the Province of Kansu, or a Railway of similar mileage in some
other part of China to be mutually agreed upon, and this option
shall be for seven years from the commencement of construction.

All other arrangements in connection with the construction
and equipment of the Railway shall be settled in the Detailed
Agreement referred to in Article 17.

ARTICLE X.

All land that may be required along the whole course of the
Railway within survey limits, and for the necessary sidings,
stations, repairing shops and car sheds, to be provided for in
accordance with the detailed plans, shall be acquired by the
Corporation at the actual cost of the land, and shall be paid
for out of the proceeds of the Loan.

ARTICLE XI.

The Contractors shall hand over to the Corporation each
section of the Railway, when completed, for operation in accord-
ance with the provisions of the Detailed Agreement.

ARTICLE XII.

The Contractors shall be appointed Trustees for the Bond-
holders and shall receive such remuneration as may be fixed in
the Detailed Agreement.

ARTICLE XIII.

The Government of the Republic of China, whenever
necessary, will provide protection for the Railway while under

Vlll APPENDIX I.

construction or when in operation, and all the properties of the
Railway as well as Chinese and foreigners employed thereon, are
to enjoy protection from the local Officials.

The Railway may maintain a force of Chinese Police with
Chinese officers, their wages and maintenance to be wholly de-
frayed as part of the cost of the construction and maintenance
of the Railway. In the event of the Railway requiring further
protection by the military forces of the Government, the same
shall be duly applied for by the Head Office and promptly
afforded, it being understood that such military forces shall be
maintained at the expense of the Government.

ARTICLE XIV.

All materials of any kind that are required for the construc-
tion and working of the Railway, whether imported from abroad
or from the Provinces to the scene of work, shall be exempted
from Likin or other duties so long as such exemption remains in
force in respect of other Chinese Railways. The Bonds of the
Loan, together with their coupons and the income of the Railway
shall be free from imposts of any kind by the Government of the
Republic of China.

ARTICLE XV.

With a view to encouraging Chinese industries, Chinese
materials are to be preferred, provided price and quality are
suitable.

At equal rates and qualities, goods of British manufacture
shall be given preference over other goods of foreign origin.

ARTICLE XVI.

The Contractors may, with the approval of the Corporation,
and subject to all their obligations, transfer or delegate all or any
of their rights, powers, and discretions, to their successors or
assigns.

AITENDIX I. IX

ARTICLE XVII.

As soon as this Preliminary Agreement is signed it shall be
forwarded to the Government of the Republic of China for
approval. When it has met with the approval of the Government
of the Republic of China, a necessary Detailed Agreement shall
be made embodying the principles of this Agreement with such
amplifications and additions as may be mutually agreed upon
between the parties hereto.

ARTICLE XVIII.

On its approval of this Agreement, and acceptance of the
obligations set forth herein, the Government of the Republic of
China shall officially notify the British Minister at Peking of the
fact, and this approval shall be taken as covering the Detailed
Agreement referred to in Article 17.

ARTICLE XIX.

This Agreement is executed in quadruplicate in English and
Chinese, one copy to be retained by the Corporation, one to be
forwarded to the Government of the Republic of China, one to
be forwarded to the British Minister at Peking, and one to be
retained by the Contractors, and should any doubt arise as to the
interpretation of the Agreement the English text shall be accept-
ed as the standard.

Signed at Shanghai by the contracting parties on this fourth
day of the seventh month of the second year of the Republic of
China being the fourth day of July nineteen hundred and
thirteen.

APPENDIX II.

Legation of the United States of America

Peking, March 17, 19 19.
Dr. Sun Yat Sen,
29 Rue Moliere,
Shanghai, Kiangsu.

Dear Dr. Sun:

I have read with great interest your sketch project for the
international development of China as embodied in your letter of
February first to me. I congratulate you upon the broad and
statesmanlike attitude with which you treat this very important
subject. Your suggestion of united international participation in
the development of China's resources deserves the support of all
friends of China. It would be unfortunate indeed if the old
regime of spheres of influence, struggles for concessions and
activities flavoring of selfish exploitation should not, with the
conclusion of the war, be relegated to the past. You are right in
recognizing the necessity of a substitute for the old order and
your proposal of a unified policy under international organization
with Chinese participation for the larger development in China,
naturally assuming that the inalienable rights of the Chinese
people are to be amply safeguarded, meets this demand admirably.

We are hopeful that conditions in China may become such
that the Chinese people themselves may be encouraged to put
their money into productive enterprise and participate in the
larger developments. We are hopeful that the day is not far
distant when the Chinese Government may be able actively to
interest itself in the encouragement of native industry to the
end that native capital of which there is a very considerable
quantity, may be induced to lend itself to productive enterprises,

( x )

APPENDIX II. XI

because of a confidence in constructive policy on the part of the
government.

If you will permit a suggestion, I would be inclined to reduce
your admirable program to one which would be in closer keeping
with the limits of the present world's resources in capital. As
we all know devastated Europe is calling for capital for rehabili-
tation and other nations want capital for development programs
of considerable proportions. Thus it would seem that China's
program of development must of necessity take cognizance of her
most immediate and most pressing needs. We are all united in
that transportation occupies a prominent place in such a program.
50,000 miles of railways and 100,000 miles of good roads would
seem to be sufficient to engage our attention for any plans for
the immediate future. This would allow ample opportunity to
penetrate the great rich unoccupied regions in the North and
West, which should be opened to colonization and development
as soon as possible in order to relieve the economic pressure of
over population in sections along the coasts and water-ways, and
to accord opportunities to bring the rich regions of West China
into contact with the trade of the rest of China and the world at
large.

Along with transportation, China needs to develop its
resources in iron and coal, the two great essentials to modern
industrialism. Arrangements should be made whereby foreign
capital can come to China's assistance in these two important
industries, but care should be exercised so as to preserve to
China the iron and coal necessary for its own uses, and prevent
China's steel industry being mortgaged to foreign interests, in a
way so as to jeopardize China's future in this important industry.

The reform of the currency and reforms in internal tax
administrations are questions of immediate importance to China's
economic and industrial development.

One of the greatest fields of potentiality in the immediate
demands of the New China, is agriculture. The country depends
in its final analysis upon the prosperity of its agriculture. At

Xll APPENDIX II.

present probably as much as 80% of China's population is
agricultural. China's greatest problem is the proper feeding
and clothing of its vast population. Improved conditions in
agriculture, opening of new lands to cultivation, irrigation and
conservancy works, the encouragement of the cattle and sheep
industries, the development of the cotton industry and the
improvement of tea, silk and the seed crops of China, are timely
subjects in any program of developments. There is a vast work
to be done in agriculture in China, which will lead to prosperity
generally, and make possible developments with native capital in
other fields of activity, whereas if agricultural improvements
are neglected, it will be difficult to insure prosperity in other
directions.

Thus for the present, I hope the main thought may be
centered on improvements in transportation, in currency and
tax administrations, in the development of coal and iron industries,
and in agriculture. Many of the suggested activities included in
your very extensive program will follow as a corollary to the
above.

In thinking of all these developments, I believe that we
should always give thought to the fact that we are not dealing
with a new country but with one in which social arrangements
are exceedingly intricate and in which a long-tested system of
agricultural and industrial organization exists. It is to my mind
most important that the transition to new methods of industry
and labor should not be sudden but that the old abilities and
values should be gradually transmuted. It is important that the
artistic ability existing in the silk and porcelain manufacture, etc.
should be maintained and fostered, and not superseded by cheaper
processes. It is also highly important that no export of food
should be permitted, except as to clearly ascertained surpluses of
production. It would produce enormous suffering were the food
prices in China suddenly to be raised to the world market level.
The one factor in modern organization which the Chinese must
learn better to understand is the corporation, and the fiduciary

APPENDIX II. Xlll

relationship which the officers of the corporation ought to occupy
with respect to the stock-holders. If the Chinese cannot learn to
use the corporation properly, the organization of the national
credit cannot be effected. Here, too, it is necessary that the
capital of personal honesty which was accumulated under the old
system should not be lost but transferred to the new methods of
doing business. So at every point where we are planning for a
better and more efficient organization, it seems necessary to hold
on to the values created in the past and not to disturb the entire
balance of society by too sudden changes.

I wish again to congratulate you upon the statesmanlike view
with which you consider the whole question of the development
of your country, and the very timely suggestions you have to
make in regard to a united policy of international participation in
these developments. I am glad to note that the minds of the
leaders among the Chinese people to-day are being centered more
and more upon the constructive needs of the country and efforts
are being made to meet these needs, in full appreciation of China's
relations with the people of other nations, to the end that China's
developments in the future may work in harmony with the world
developments generally.

I should be glad to hear from you further and more in detail
concerning development plans.

Believe me, with the highest regard,

Sincerely yours,
(Signed)

Paul S. Reinsch.

APPENDIX III.

DEPARTMENT OF COMMERCE
Office of the Secretary-
Washington

May 12, 1919.

Hon. Sun Vat Sen,

29 Rue Moliere,
Shanghai, China.

Your Excellency:

I have read with the greatest interest the project for the
International Development of China enclosed in your letter of
March 17th, and agree with you that the economic development
of China would be of the greatest advantage, not only to China,
but to the whole of mankind.

The plans you propose, however, are so complex and exten-
sive that it will take many years to work them out in detail. You
doubtless are fully aware that it would take billions of dollars to
carry out even a small portion of your proposals and that most
of them would not be able to pay interest charges and expenses
of operation for some years. The first question to be decided,
therefore is how the interest charges on the necessary loans could
be met. The revenues of the Chinese Republic are already too
heavily burdened with the interest charges on existing Govern-
ment loans to warrant further charges, and hence it would seem
necessary for the present to limit the projects for development
to those which seem sufficiently remunerative to attract private
capital. The government of the United States has consistently
endeavored to manifest its disinterested friendship for the people
of China and will undoubtedly cooperate in every proper way in
proposals to advance their best interests.

Please accept my thanks for your kindness in submitting your

proposals.

Respectfully,

(Signed)

William C. Redeield,

Secretary.

( xiv )

APPENDIX IV.

II Ministro Delia Guerra

Rome, 17 Maggio, 19 19.
Most Honorable
Sun Yat Sen,
29 Rue Moliere,
Shanghai, China.

Honorable Sir:

I thank you for having so kindly communicated to me the
interesting project regarding how to employ through an Inter-
national Organization the exuberant industrial activities created
by the war, in order to exploit the great hidden riches of China.
Though aware of the practical difficulties which present
themselves in the accomplishment of this project, it meets with
my utmost appreciation, I assure you, for the modern spirit by
which it is animated and for the depth of its conception.

Accept my best wishes for complete success, in the advantage
of your noble country and for the interest of humanity.

Believe Me,

Faithfully yours,
(Signed)

General Cavigua.

( xv )

APPENDIX V.

Peking, June 17, 19 19.
Hon. Sun Yat Sen,

c/o Far Eastern Review,

Shanghai.

Dear Sir:

Permit me as a professional railway man to express my
pleasure with your article appearing in the Far Eastern Review
for June.

I will not at this time express approval or disapproval of the
route which you have chosen but the idea of a line to connect up
the great agricultural interior with the densely populated coast
appeals to me strongly. I feel that you are making a definite
contribution to railway economic theory in this respect, whereas
the line itself would relieve congestion, open up a production
area which would lower food costs, furnish employment to large
numbers of soldiers to be disbanded, and put in circulation a
large amount of hard money which would go far to correct the
currency situation.

I am especially pleased to have your article appear at this
time for I had already written one at the request of the publishers
of the forthcoming "Trans-Pacific " magazine in which I touched
upon the same line of thought. This will not appear until July
and your opinions will have done much to prepare the minds of
sceptics upon the subject by that time.

I trust that this intrusion of an entire stranger may be
pardoned, and that you will continue to support the thought which
you have so ably presented.

Very truly yours,

(Signed)

J. E. Baker.

( xvi )

Dr. Sun Yat Sen,
29 Rue Moliere,
Shanghai, China.

APPENDIX VI.

3, Piazza Del Popolo

Roma

August 30, 1919.

My Dear Dr. Sun Yat Sen :

I thank- you for your very kind letter of June 19th which
has just been forwarded to me from my office in Rome, also for
your kindness in sending me your splendid project "To assist the
Re-adjustment of Post-bellum Industries," and the program for
"The International Development of China."

I assure you I read your proposals and studied the maps in
connection with your able and logical argument with the deepest
interest. And I beg you to accept my hearty congratulations.

I am entirely convinced that your noble ideals will be realised,
not only for the benefit of China and the welfare of your own
people, but for the benefit and prosperity of the whole human race.

The Nations cannot continue to deny in the future as they
have in the past, the unlimited natural resources of your rich
fertile country, in foods, minerals, coal and iron, etc. ; and your
plans for development and activity, as well as your methods of
communication for expanding and cultivating almost untouched
miles of virgin soil, and bringing these products to the doors of
the 'World Market* by a practical and economic plan, scientifi-
cally studied out, places you at once among the very rare few
unselfish humanitarian benefactors, and reveals so clearly your
profound international sympathies.

The development of China's natural resources will give a
new impetus and vitality to industry and commerce in your

( xvii )

XV111 APPENDIX VI.

country and will not only be of incalculable benefit to your own
people, but offer undeniable and unlimited advantages to all
people in all nations. Therefore Governments and foreign
financiers should not hesitate in giving your plans their most
careful consideration and support, and come to your assistance in
the realisation of your grand humanitarian project.

The construction of a great ' Northern Port ' on the Gulf of
Pechili, and the building of a system of railways from this great
Northern Port to the northwestern extremity of China, as well
as the construction of canals to connect the inland waterways
systems of North and Central China with the great ' Northern
Port,' and the development of coal and iron fields in Shansi which
would necessitate the construction of iron and steel works would
not only offer employment to millions of your country people, but
would open wider, and advantageously, the doors of thousands of
well organised industries in many nations.

It is very encouraging to me, dear Dr. Sun Yat Sen, to know
that you look upon my plans of an "International World Centre
of Communication''' with favor, and that you will further the
idea among your countrymen by writing about it in your magazine
' The Construction.'

This city, erected upon neutral grounds would offer at once
the practical framework for the essential needs of a League of
Nations and could become its dignified 'Administrative Centre'
crowned by an International Court of Justice.

I have presented the plans and proposals of this World
Centre to the Rulers and governments of all nations, and hope to
be able to go to Washington in October to exhibit the large
original drawings and personally explain the project from a
practical and economic point of view before the foreign delegates
who may meet there to assist in the formation of a League of
Nations, and I have written to President Wilson, who after
receiving the volumes containing the proposals and plans, wrote
that 'he valued them very highly/

APPENDIX VI. XIX

I hope that in the very near future this International World
Centre of communication may become a reality. It would be the
means of clearly defining and bringing into focus the highest
natural products as well as the most important industrial achieve-
ments of all countries. This accomplishment would be one of
the first definite steps toward more friendly social and economic
relations, and the practicability of establishing such cooperation
cannot be disputed.

This City of Peace should rise and stand as an International
Monument, erected by international contribution to commemorate
the heroic struggle and noble sacrifice of millions who gave their
lives on the battle-fields, in the air and on the sea, that justice
should triumph and open the ways for humanity to progress in
peace, and free from tyranny in the future.

With the assurance, dear Dr. Sun Yat Sen, of my most
profound sympathies for your noble project, and with my deep
gratitude for your keen interest in my plans,

I beg to remain, with high esteem
Faithfully yours,
(Signed)

Hendrik Christian Andersen.

/-■

THE IJWKAUv

University ol California yTY

SOUTHERN REGIONALLY ^024_1388
405 Hilgard Avenue, Los Ang ubrary

Return this maienai w ,

,rom whichjt^s^rowea

20m-6,

w*^

UC SOUTHERN REGIOMAL LIBRARY FACILITY

AA 000 459 617

Internet Archive Audio

Featured

Top

Images

Featured

Top

Software

Featured

Top

Books

Featured

Top

Video

Featured

Top

Mobile Apps

Browser Extensions

Archive-It Subscription

Save Page Now

Full text of "The international development of China"

See other formats